Electric Vehicle Platform

ABSTRACT

Vehicle platforms, and systems, subsystems, and components thereof are described. A self-contained vehicle platform or chassis incorporating substantially all of the functional systems, subsystems and components (e.g., mechanical, electrical, structural, etc.) necessary for an operative vehicle. Functional components may include at least energy storage/conversion, propulsion, suspension and wheels, steering, crash protection, and braking systems. Functional components are standardized such that vehicle platforms may be interconnected with a variety of vehicle body designs (also referred to in the art as “top hats”) with minimal or no modification to the functional linkages (e.g., mechanical, structural, electrical, etc.) therebetween. Configurations of functional components are incorporated within the vehicle platform such that there is minimal or no physical overlap between the functional components and the area defined by the vehicle body. Specific functional components of such vehicle platforms, and the relative placement of the various functional components, to allow for implementation of a self-contained vehicle platform are also provided.

CROSS-REFERENCED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.16/879,235 filed on May 20, 2020, which application claims priority toU.S. Provisional Patent Applications 62/850,437 filed on May 20, 2019,U.S. 62/869,823 filed on Jul. 2, 2019, U.S. 62/897,970 filed on Sep. 9,2019, and U.S. 62/903,709 filed on Sep. 20, 2019. The disclosures ofwhich are included herein by reference in their entirety.

FIELD OF THE INVENTION

The present invention relates generally to electric vehicle platforms,their design, methods of manufacture, component systems, and materials.

BACKGROUND OF THE INVENTION

Automobile vehicles may generally be described in relation to a body orcabin, which are designed to enclose the passengers, and the variouselectrical, mechanical and structural systems, subsystems, andcomponents that allow the vehicle to operate. In traditional automobiledesign, the body and various functional systems and components areinextricably intertwined. For example, mechanical linkages directlyinterconnect the steering and brake systems between the wheels and thepassenger, and elements such as the motor and heating and coolingsystems are disposed in a front compartment that extends upward into thebody of the vehicle.

The numerous interconnections between the body and the functionalcomponents of a vehicle create a number of manufacturing and designinefficiencies. For example, a change in the motor may necessitate achange in the dimensions of the body. Similarly, altering the passengercompartment to include newly desired features, such as, for example,altering the vehicle profile or passenger seating position, may requirea redesign of one or all of the functional systems of the vehicle.Accordingly, a great deal of effort has been made to design genericfunctional vehicle platforms (also referred to in the art as“skateboards”) onto which numerous vehicle bodies may be easily attachedwithout requiring any alteration to the components of the vehicleplatform itself.

To accomplish this, vehicle platform designers endeavor to locate asmany of the functional components of the vehicle into the vehicleplatform as possible so that the number of interconnections between thevehicle body and vehicle platform can be reduced. Unfortunately, due tothe size requirements of many of the mechanical systems of conventionalinternal combustion vehicles (e.g., motor, transmission, cooling system,etc.) the ability to reduce the footprint of the functional componentsof a vehicle to a stand-alone vehicle platform that is truly independentof the design of the vehicle body has been limited.

Recent advances in electric motor and battery technologies have madeelectric vehicles practical to manufacture. Electric vehicles have anumber of advantages over conventional internal combustion vehicles,including the dramatically reduced footprint of the drive traincomponents. Further advancements in signal processing and drive-by-wiretechnologies means that it is now possible to produced vehicle platformscontaining all the necessary functional components of a vehicle.However, despite the potential these advancements represent mostelectric vehicle platforms being produced today continue to incorporatedesigns that require functional elements to extend into and interconnectwith the body of the vehicle. The result is that most current electricvehicles still include design elements, such as hoods and trunks thatare relics of the internal combustion engine.

SUMMARY OF THE INVENTION

Many embodiments are directed to electric vehicle platforms, theirdesign, methods of manufacture, component systems, and materials.

Various embodiments are directed to self-contained vehicle platformsincluding:

-   -   a frame structure having a variety of interconnected structural        components each having a body with a top, a bottom, and side        elements that, when interconnected, make up a generally flat        planar structure having a front portion, a rear portion, and a        center portion, and further comprising a top and a bottom        portion corresponding to the top and bottom elements        respectively;    -   a propulsion system having a drive motor disposed in at least        one of the front and rear portions of the frame and connected to        at least one of the interconnected structural components and        further being interconnected to a transmission system, wherein        the transmission system is connected to at least one set of        drive wheels;    -   a plurality of suspension systems disposed within front and rear        portions of the frame each having a set of control arm        assemblies each having proximal and distal ends where the        proximal end of each is connected to the frame and the distal        end is connected to a wheel in the set of drive wheels;    -   an energy storage system disposed within the center portion of        the frame structure comprising a plurality of independent        battery modules electronically connected to an inverter system        electronically connected to the propulsion system; and    -   wherein the component systems of the vehicle platform are        disposed within the boundaries of the generally flat planar        structure defined by the frame structure of the vehicle platform        such that no substantial part of the component systems extends        in substantial part above the drive wheels.

In still various other embodiments, the drive suspension system furthercomprises a transverse leaf spring connected to each of the control armassemblies and the framework structure through a plurality of connectionpoints and wherein the leaf spring is disposed beneath the drive motor.

In yet various other embodiments, the transverse leaf spring iscontoured in a vertically downward direction relative to the drive motorsufficiently such that deformation of the leaf spring does not interferewith the propulsion system.

In still yet various other embodiments, one or more spacers are disposedbetween the transverse leaf spring and the framework structure.

In still yet various other embodiments, the center portion of theframework structure is subdivided by one or more structural supportelements into a plurality of isolated compartments, and wherein thevehicle batteries comprise of a plurality of modular elementsdistributed in a multiplicity of the isolated compartment.

In still yet various other embodiments, wherein the structural supportelements are connected to the independent battery modules.

In still yet various other embodiments, a plurality of lateral and/orlongitudinal structural support elements disposed in the center portionof the framework structure having an elongated body with an upperportion and a lower portion being planar with the top and bottom portionof the framework respectively and a first and a second end.

In still yet various other embodiments, a plurality of mounting pointsdisposed on the top element of the framework structure in associationwith one or more structural support elements, wherein the mountingpoints correspond to cooperating mounting apertures on at least oneupper body component.

In still yet various other embodiments, the top element of the frameworkstructure further comprises a plurality of mounting orificescorresponding to each of the plurality of mounting points, wherein eachof the mounting orifices surrounds the corresponding mounting point.

In still yet various other embodiments, the platform also includes aplurality of seal caps each having a contoured body with an outsidesurface and an inside surface such that the inside surface cooperativelyengages with a corresponding mounting point, and wherein the contouredbody further comprises a flange portion extending outward from the bodynear a bottom portion of the body by a dimension such that the dimensionof the flange exceeds that of the corresponding orifice.

In still yet various other embodiments, the platform also includes afront and a rear crumple zone, wherein the interconnected structuralcomponents of the front and rear portions of the frame structure absorbenergy from a directional impact and prevent the transmission of saidenergy to additional portions of the framework structure.

In still yet various other embodiments, the platform also includes aplurality of lateral energy absorption units, wherein the energyabsorption units are disposed along outer side of the center portion ofthe frame structure such that the lateral energy absorption units absorbenergy from a lateral impact and prevent damage to the center portion ofthe framework structure.

In still yet various other embodiments, the lateral energy absorptionunits are disposed to prevent damage to the battery modules disposedwithin the central portion of the framework structure.

In still yet various other embodiments, the battery modules furthercomprise a plurality of rigid planar heating and cooling elementsdisposed in association with the battery cells.

In still yet various other embodiments, the battery modules are arrangedwithin the center portion of the framework structure such that the rigidplanar heating and cooling elements are arranged both laterally andlongitudinally relative to the frame structure.

In still yet various other embodiments, the drive motor is disposedwithin a motor housing, and wherein the motor housing has a contouredouter perimeter wherein at least a portion of the lower face of saidcontoured outer perimeter is configured to correspond to at least oneportion of the outer contour of a plurality of gears of the transmissionsystem, such that an indented portion of the motor housing is formed,and wherein the transverse leaf spring is disposed such that it ispositioned beneath and in-line with this indented portion.

In still yet various other embodiments, the plurality of gears have anouter perimeter of the plurality of gears defines a figure eight, andwherein the motor housing is arranged such that the figure eight istilted relative to a vertical axis, and wherein the center portion ofthe transverse leaf spring is disposed beneath the uppermost portion ofthe tilted figure eight perimeter of the motor housing.

In still yet various other embodiments, the lowest portion of the motorhousing is spatially offset from the center point of the transverse leafspring.

In still yet various other embodiments, front and rear portions of theframework structure are vertically elevated relative to the centerportion of the framework structure such that the generally flat planarstructure has a undulating contour.

In still yet various other embodiments, a plurality of anchor pointsdisposed on the frame structure and cooperative to hard mount thevehicle body thereto.

In still yet various other embodiments, the battery modules and invertersystem are enclosed within the top and bottom portion of the frameworkstructure by a top and a bottom seal plate connected to the framework.

In still yet various other embodiments, the transverse leaf spring isconfigured to operate as both a ride spring and an anti-roll supportelement replacing or at least supplementing an anti-roll bar.

In still yet various other embodiments, the tension on the transverseleaf spring is adjustable to accommodate vehicle bodies having differentweights and ride characteristics.

In still yet various other embodiments, the mounting points areconfigured to at least partially secure a passenger seat directly to thevehicle platform.

In other embodiments, the propulsion system further comprises atransmission lock device disposed within the drive motor and engageswith at least one gear within the motor such that the activation of thetransmission lock prevents the at least one gear from engaging in such amanner so as to cause the vehicle platform to move and wherein thetransmission lock has a disengaged setting such that it can disengagefrom the at least one gear thereby allowing the gear to subsequentlyengage so as to cause the vehicle platform to move.

In still other embodiments, the vehicle platform has a plurality ofinterconnection elements that cooperatively engage with opposinginterconnects on an opposing body structure.

Many other embodiments the interconnection elements are mechanicalelements.

In various embodiments, the interconnection elements correspond tofunctional elements of the opposing body structure are selected from agroup consisting of steering elements, braking elements, electroniccontrol elements, and electronic display elements.

Many embodiments include a vehicle platform with a frame structurehaving a plurality of interconnected structural elements forming agenerally planar structure having a first lower frontal impact energyabsorption unit, wherein the lower energy absorption unit comprises anelongated body having a first end and a second end, wherein the secondend is connected to the frame structure, and wherein the lower energyabsorption unit is disposed along a lower load path of the framestructure, further comprising a first energy absorption zone and asection energy absorption zone.

In many such embodiments, the first energy absorption zone is locatednear the first end of the lower energy absorption unit further having apredetermined crush distance such that upon impact the first zone willcrush the predetermined distance while absorbing energy from the impact.The second energy absorption zone is located near the connection withthe frame structure and is configured to bend and deflect subsequentenergy not absorbed from the first energy absorption zone.

Other embodiments include a vehicle platform with a frame structurehaving a plurality of interconnected structural elements forming agenerally planar structure having a front end and a rear end, whereinthe front end further comprises an upper and lower progressive deflectorunit attached to the front end.

In many such embodiments, the upper deflector unit has an elongated bodyhaving a first end and a second end such that the first end is connectedto the frame structure and the body extends outward from the framestructure to the second end, and wherein the upper deflector comprises aflange attached to the second end thereof and a body having an angledportion extending away from the body of the upper deflector.

In many other such embodiments, the lower deflector has an angular bodywith an inboard side and an outboard side wherein the inboard sideextends parallel and rearward along a portion of the frame structure andthe outboard side extends outward and rearward from the front end of theframework at an angle such that it progressively diverges from the framestructure.

In still many other such embodiments, a secondary attachment mechanismis provided with a first and a second attachment end wherein the firstattachment end is attached to the lower deflector at a furthest pointfrom the diverging outer side and the second attachment end is attachedto the frame structure.

Many embodiments are directed to a battery enclosure for use in anelectric vehicle platform. Many embodiments include a battery enclosurethat has multiple structural elements forming a basic framework of theenclosure including:

-   -   A pair of longitudinal side rails each with an elongated body        with a forward end and a rear end and with external and internal        sides;    -   A forward and a rear support element each with an elongated body        with opposing ends and disposed laterally between each of the        side rails and connected to each of the two side rails where        each of the opposing ends connects to a respective internal side        of the side rails, and wherein the forward support element is        disposed at the forward end and the rear support element is        disposed at the rear end thereby creating a space therebetween;        and    -   A plurality of lateral support structures having elongated        bodies with opposing ends and disposed between the side rails in        a longitudinal direction such that the space is divided by the        lateral support structures and wherein each of the side rails,        forward and rear support elements, and lateral structures serve        to provide strength to the battery enclosure as well as act as        support features for a plurality of internal battery components        disposed within the divided space.

Other embodiments include one or more longitudinal support members eachhaving an elongated body with a first end and a second end, wherein thefirst end is connected to a center portion of one of the forward supportelement or the rear support element and wherein the second end isconnected to a center portion of a lateral support structure.

Still other embodiments include a top plate and a bottom plate whereinthe top plate is secured to a top portion of each of the side rails, theforward and rear support elements, and each of the plurality of lateralsupport structures, and wherein the bottom plate is secured to a bottomportion of each of the side rails, the forward and rear supportelements, and each of the plurality of lateral support structures.

Various other embodiments are directed to vehicle suspension systemsincluding:

-   -   a frame structure of a vehicle platform having a variety of        interconnected structural components each having a body with a        top, a bottom and side elements that, when interconnected, make        up a generally flat planar structure having a front portion, a        rear portion, and a center portion, and further comprising a top        and a bottom portion corresponding to the top and bottom        elements respectively,    -   a left and right control arm assembly, each having an upper and        a lower control arm and a wheel mount structure wherein each of        the upper and lower control arms have a first end and a second        end where the first end is pivotably connected to the frame        structure and the second end is rotatably connected to a wheel        mount structure,    -   a load dampening device having an elongated body that is        compressible between an upper and lower component wherein the        upper component is connected to the frame structure and the        lower component is connected to the lower control arm, and    -   a transverse leaf spring having an elongated body with a center        portion and two outer portions and an upper surface and a lower        surface and two side surfaces extending between a left and a        right outer end, wherein the elongated body extends between the        left and the right control arm assemblies and wherein the left        and right ends are connected to the left and right control arm        assemblies respectively through a mounting bracket attached at        each of the outer ends, and wherein the transverse leaf spring        also has at least two inner mounting brackets located at a        distance between a center of the transverse leaf spring and the        outer ends.

In other embodiments, the suspension system further comprises a mountingbracket cover having a contoured body that is contoured to cover aninner mounting bracket and is connected to the frame structure with atleast two attachment points.

In still other embodiments, the transverse leaf spring has a contouredelongated body such that a center portion of the elongated body deviatesfrom a straight line in a downward direction such that the contouredportion extends below an electric drive system that is disposed withinan internal space between the rails of the frame structure and whereinthe electric drive system is attached to the frame structure.

In yet other embodiments, the first end of the upper control arm furthercomprises a forward and a rearward attachment point that connects to therails of the frame structure via an opening in the rails of the framestructure such that at least a portion of the forward and rearwardattachment points sit within the rails of the framework structure.

In yet still other embodiments, the inner mounting brackets are eachmoveable along the length of the transverse leaf spring wherein theposition of the inner mounting brackets effects a movement envelope ofthe leaf spring.

In yet other embodiments, the suspension system further comprises secondupper control arm, wherein the second upper control arm is pivotablyconnected to the rails of the frame work structure and rotatablyconnected to the wheel mount structure.

In still other embodiments, the suspension system further comprises atleast a second lower control arm, wherein the at least second lowercontrol arm is pivotably connected to the rails of the frameworkstructure and rotatably connected to the wheel mount structure.

In yet still other embodiments, the transverse leaf spring has arectangular cross section throughout the elongated body.

In other embodiments, the width of the middle portion is wider than thewidth of the outer portions.

In yet other embodiments, the height of the outer portions is higherthan the height of the middle portion.

In still other embodiments, the width of the middle portion is 1.7 timesgreater than the width of the outer portions.

In yet still other embodiments, the height of the outer portions is 1.5times greater than the height of the middle portion.

In other embodiments, the suspension system further comprises a bodyspacer, wherein the body spacer is disposed beneath the outer ends ofthe transverse leaf spring such that it is positioned between the leafspring mounting point and the lower control arm.

In many embodiments, the spacer may be adjustable by a mechanicaladjustment device.

In yet other embodiments, the body spacer may have a maximum height of50 mm.

In still other embodiments, the body spacer may have a minimum height of1 mm.

In yet still other embodiments, the upper surface of the leaf spring is50 mm away from an electric drive system housing disposed within theframe structure.

Other embodiments include a transverse leaf spring comprising anelongated body with a center portion and two outer portions and an uppersurface and a lower surface and two side surfaces extending between aleft and a right outer end, wherein the upper surface of the left andright outer ends is positioned in a first plane and wherein the uppersurface of the center portion is positioned in a second plane locatedbelow the first plane.

In other embodiments, the upper surface of the center portion of thetransverse leaf spring is positioned in a second plane located 50 mmbelow the first plane.

In still other embodiments, the elongated body of the transverse leafspring has a rectangular cross section.

In yet other embodiments, the width of the middle portion of thetransverse leaf spring is wider than the width of the outer portions.

In yet still other embodiments, the height of the outer portions arehigher than the height of the middle portion.

In still other embodiments, the width of the middle portion is 1.7 timesgreater than the width of the outer portions.

In yet still other embodiments, the height of the outer portions is 1.5times greater than the height of the middle portion.

Additional embodiments and features are set forth in part in thedescription that follows, and in part will become apparent to thoseskilled in the art upon examination of the specification or may belearned by the practice of the disclosure. A further understanding ofthe nature and advantages of the present disclosure may be realized byreference to the remaining portions of the specification and thedrawings, which forms a part of this disclosure.

DESCRIPTION OF THE DRAWINGS

The description will be more fully understood with reference to thefollowing figures, which are presented as exemplary embodiments of theinvention and should not be construed as a complete recitation of thescope of the invention, wherein:

FIG. 1 illustrates a vehicle in accordance with embodiments of theinvention.

FIG. 2 illustrates an electric vehicle platform in accordance withembodiments of the invention.

FIGS. 3A to 3C illustrate an electric vehicle platform integrated withvarious vehicle bodies in accordance with embodiments of the invention.

FIG. 4 illustrates an electric vehicle platform having an embodiment ofa vehicle cabin configuration integrated therewith in accordance withembodiments of the invention.

FIG. 5 illustrates a vehicle platform frame structure in accordance withembodiments of the invention.

FIGS. 6A through 6F illustrate a front compaction zone in accordancewith embodiments of the invention.

FIG. 6G illustrates a compaction control component in accordance withembodiments of the invention.

FIG. 7 illustrates a front portion of the vehicle platform designed forimpact absorption in accordance with embodiments of the invention.

FIGS. 8A and 8B illustrate a cross sectional view of an impactabsorption element of the platform in accordance with embodiments of theinvention.

FIGS. 9A and 9B illustrate a cross sectional view of an impactabsorption element of the platform in accordance with embodiments of theinvention.

FIG. 10 illustrates a side view of a rear portion of a platform that hasbeen impacted in accordance with embodiments of the invention.

FIGS. 11A and 11B illustrate a vehicle platform portion for housingfunctional systems in accordance with embodiments of the invention.

FIG. 12A illustrates a central portion of a vehicle platform frame forhousing an energy storage system in accordance with embodiments of theinvention.

FIG. 12B illustrates a vehicle platform frame structure incorporating atop seal plate in accordance with embodiments of the invention.

FIG. 12C illustrates a central bottom portion of a vehicle platformframe for housing an energy storage system in accordance withembodiments of the invention.

FIGS. 12D and 12E illustrate close-up and cross-sectional views ofbattery modules in accordance with embodiments of the invention.

FIG. 12F illustrates a rocker panel enclosing a battery module inaccordance with the prior art.

FIG. 13A illustrates a vehicle platform frame structure in accordancewith embodiments of the invention.

FIG. 13B illustrates vehicle platform attachment points on both vehicleplatform and vehicle bodies in accordance with embodiments of theinvention.

FIGS. 13C and 13D illustrate vehicle body coupling elements inaccordance with embodiments of the invention.

FIG. 14A illustrates a vehicle platform incorporating attachment pointsin accordance with embodiments of the invention.

FIG. 14B illustrates a vehicle body incorporating attachment points inaccordance with embodiments of the invention.

FIGS. 15A through 15D illustrate attachment point elements in accordancewith embodiments.

FIGS. 16A and 16B illustrate vehicle platforms in accordance with theprior art.

FIGS. 17A to 17G illustrate a vehicle platform front suspension systemwith a support arm structure in accordance with embodiments of theinvention.

FIGS. 18A to 18D illustrate a vehicle platform suspension system with aleaf spring in accordance with embodiments of the invention.

FIGS. 19A and 19B illustrate suspension attachment points in accordancewith embodiments of the invention.

FIGS. 20A through 20C illustrate leaf spring attachment points inaccordance with embodiments of the invention.

FIG. 21 illustrates a cross sectional view of a vehicle platform drivetrain and suspension system in accordance with embodiments of theinvention.

FIG. 22 illustrates a movement envelope of a suspension system inaccordance with embodiments of the invention.

FIG. 23A illustrates a suspension system attachment in accordance withembodiments of the invention.

FIGS. 23B through 23F illustrate an adjustable suspension spacer inaccordance with embodiments of the invention.

FIGS. 24A to 24C illustrate a vehicle platform rear suspension systemwith a leaf spring in accordance with embodiments of the invention.

FIGS. 25A and 25B illustrate a load diagram of a suspension system.

FIGS. 26A through 26C illustrate a variable cross section leaf spring inaccordance with embodiments of the invention.

FIGS. 27A to 27C illustrate a vehicle platform suspension system inassociation with drive train components in accordance with embodimentsof the invention.

FIG. 28 illustrates a cross sectional view of a vehicle platform motorsystem in relation to various components of a suspension system inaccordance with embodiments of the invention.

FIGS. 29A through 29C illustrate various views of a vehicle platformdrive system in relation to a suspension system in accordance withembodiments of the invention.

DETAILED DESCRIPTION OF THE INVENTION

Turning now to the drawings, vehicle platforms, and systems, subsystems,and components thereof are described. Many embodiments are directed to aself-contained vehicle platform or chassis incorporating substantiallyall of the functional systems, subsystems and components (e.g.,mechanical, electrical, structural, etc.) necessary for an operativevehicle. Functional components, according to embodiments, may include atleast energy storage/conversion, propulsion, suspension and wheels,steering, crash protection, and braking systems. Various embodiments areconfigured such that the functional components are standardized suchthat vehicle platforms may be interconnected with a variety of vehiclebody designs with minimal or no modification to the functional linkages(e.g., mechanical, structural, electrical, etc.) therebetween. Severalembodiments also incorporate configurations of functional componentswithin the vehicle platform such that there is minimal or no physicaloverlap between the functional components and the area defined by thevehicle body. Embodiments are also directed to specific functionalcomponents of such vehicle platforms, and the relative placement of thevarious functional components, to allow for implementation of aself-contained vehicle platform.

Specific functional components and systems in accordance with manyembodiments may include the vehicle platform frame, the frame'sconfiguration, manufacture and components. Various embodiments ofvehicle platform frames may include the specific arrangement ofstructural elements and the disposition of other functional componentsin, on, and between such structural elements. Vehicle platform frames inaccordance with embodiments may also include crash protection elements,including, but not limited to, crumple or deflection zones, crash cans,etc. In some embodiments, the vehicle platform frame structure may alsobe configured with a variety of safety features and subsystems that aredesigned to minimize damage to other components as well as reduce injuryto an end user of the product. Embodiments of such safety features maybe configured to allow for the placement of passengers innon-traditional locations within the vehicle body cabin.

Functional components of vehicle platforms in accordance with variousembodiments may also include suspension systems, their configuration,construction and components. Several embodiments incorporate suspensionsystems that may comprise front and rear transverse leaf springsuspension elements disposed within the horizontal plane of the vehicleplatform. Various embodiments of drive train systems may comprise one ormore motor and interrelated transmission components disposed within thehorizontal plane of the vehicle platform in operative relationship withone or both the front and/or rear wheels.

Functional components may also include embodiments of energy storagesystems (e.g., vehicle battery modules) within the vehicle platformframe. In various embodiments, energy storage systems are configured touse the vehicle frame as the sealed energy storage system compartment.Many embodiments of energy storage systems comprise a plurality ofmodular energy storage elements that are independently orientablerelative to the vehicle platform frame.

The described apparatuses, systems, and methods should not be construedas limiting in any way. Instead, the present disclosure is directedtoward all novel and nonobvious features and aspects of the variousdisclosed embodiments, alone and in various combinations andsub-combinations with one another. The disclosed methods, systems, andapparatus are not limited to any specific aspect, feature, orcombination thereof, nor do the disclosed methods, systems, andapparatus require that any one or more specific advantages be present orproblems be solved.

Although the operations of some of the disclosed methods are describedin a particular, sequential order for convenient presentation, it shouldbe understood that this manner of description encompasses rearrangement,unless a particular ordering is required by specific language set forthbelow. For example, operations described sequentially may in some casesbe rearranged or performed concurrently. Moreover, for the sake ofsimplicity, the attached figures may not show the various ways in whichthe disclosed methods, systems, and apparatuses can be used inconjunction with other systems, methods, and apparatus.

Discussion of Vehicle Platforms

Many electric vehicles operate on an underlying vehicle platform or whatis commonly referred to as a skateboard. As shown schematically in FIG.1, the vehicle platform 100 provides the necessary functional framework(e.g., mechanical, electrical, etc. components) allowing for vehicleoperation as well as a frame structure 102 on which may be mounted thevarious functional systems, subsystems and components of the vehiclesuch as the motors, suspension, wheels, and passenger compartments, andthe vehicle body 104 itself. In alternative fuel vehicles the vehicleplatform is also typically where the energy storage elements 106 (e.g.,batteries for electric vehicles or fuel containment areas for fuel cellvehicles) are located. One of the primary goals in building such vehicleplatforms is to keep their construction as simple and flexible aspossible so that many vehicles can be designed and built on the samevehicle platform. To accomplish this design goal it is important tominimize the number of vehicle components that span between the vehicleplatform and the vehicle body. In an idealized vehicle platform, allfunctional components not specifically requiring user interaction wouldbe located within a vehicle platform that would define a horizontalupper platform face such that any suitably sized body having any desiredbody geometry or configuration could be mounted thereto withoutrequiring rearrangement of any of the underlying functional elements.This was the original vision of the GM AUTOnomy and Hy-wire conceptvehicles. (See, e.g., U.S. Pat. Nos. 7,281,600, 7,441,615, 6,899,194,6,923,282, 6,935,658 and 6,986,401, the disclosures of which areincorporated herein by reference.) However, these concept vehicles usedprototype technologies such as fuel cells and in wheel motors that havenot proven to be practical for production vehicles. Accordingly, despitethe importance of vehicle platform design, and the long desire forvehicle platforms that are self-contained (i.e., that do not have one ormore components that extend into the body of the vehicle) and thatprovide maximum design flexibility (i.e., that do not constrain thetypes of bodies that can be attached), such self-contained vehicleplatforms have not been fully realized in production vehicles.

For example, although many electric vehicles implement a skateboard orvehicle platform to support some of the features listed above, many suchplatforms still follow the design traditions of conventional vehicles.For example, many vehicles include elements, such as, for example,suspension systems, steering linkages and other components that extendabove the plane of the vehicle platform. The presence of thesefunctional components in areas beyond the confines of the vehicleplatform limits the design possibilities of the vehicle bodies attachedto such platforms and often requires the introduction of conventionaldesign elements into the final vehicle body configuration, such as, forexample, hoods, and trunks, or otherwise limits design flexibility.While the use of these traditional designs may help simplify someelements of vehicle design, including, for example, the use oftraditional suspension systems or the integration of conventional safetysystems, the vehicles configured for use with these more conventionallydesigned vehicle platforms are unable to take advantage of the fullpotential of the implementation of alternative fuel technologies.

The various embodiments described herein illustrate a vehicle platformthat dramatically increases design flexibility while maintainingessential comfort and safety requirements. Embodiments also illustratethe adaptability of the skateboard to a variety of body configurationsfor use in a variety of operational environments. While the currentdisclosure may divide many of the functional elements of vehicleplatforms into individual sections for clarity, it will be understoodthat vehicle platforms according to embodiments may combine, include oromit any of the described functional elements as desired by a specificvehicle design.

Embodiments Implementing Vehicle Platforms

Turning now to the drawings, self-contained vehicle platforms inaccordance with embodiments of the invention are illustrated in FIG. 2.It will be understood that the term self-contained in this context isnot meant to imply that all functions of a vehicle are contained withinthe vehicle platform, rather the term self-contained refers to theinclusion within the core vehicle platform structure of such vehicleplatform embodiments certain key functional systems, sub-systems andcomponents, including those needed to generate propulsion and maintainthe control and stability of the vehicle. In other words, embodimentsdescribed herein illustrate a skateboard platform that may be adaptableto a variety of vehicle bodies that may be integrated therewith withoutrequiring the rearrangement or redesign of the functional systems andcomponents comprised within the vehicle platform. Moreover, althoughmany embodiments exhibit vehicle platforms incorporating all thefunctional elements described in the application, it will be understoodthat various combinations of functional elements, such as, suspensionsystems, impact features, batteries, etc., may be included or omitted asrequired by the specific vehicle design.

FIG. 2 illustrates the overall layout of a vehicle platform 200 inaccordance with many embodiments that integrates one or more functionalsystems including energy storage, drive train, suspension, steering,braking, and safety systems, sub-systems and components substantiallywithin the boundaries of the vehicle platform. As used herein, theboundaries of the vehicle platform will be taken to comprise a generallyhorizontal vehicle platform plane 202 extending the width of the vehicleplatform and from the top face 204 of the uppermost frame structure 206to the bottom face 207 of the frame structure 208. In various otherembodiments the boundaries of the vehicle platform may also compriseareas positioned anywhere within the upper and lower dimensions of thewheels 210 and/or tires 211 of the vehicle. With respect to the platformplane, it should be noted that, as shown in FIG. 2, many embodiments ofthe vehicle platform may comprise a frame having portions disposed atdifferent heights relative to each other (e.g., having front and rearportions elevated relative to a central portion as illustrate in FIG.2), in such embodiments it will be understood that the platform plane202 may be described as an undulating plane such that in someembodiments functional components are defined as not extending above anundulating plane defined by an upper face of the subject portion of thevehicle platform frame. Regardless of the specific boundaries of thevehicle platform, it will be understood that functional componentswithin this platform plane are disposed such that they do not extendwithin the inner volume defined by a vehicle body when secured atop thevehicle platform. Further it shall be understood that the principalfunctional systems described above and throughout are not inclusive ofthe various wires and/or other busses and connectors that might enablethe connection of embodiments of the vehicle platform to a vehicle bodyportion.

Vehicle platforms capable of allowing for such self-contained layouts inaccordance with embodiments may be described in reference to variousinternal vehicle platform portions: a central portion generally disposedbetween the wheels, and front and rear portions extending from the endof the central portion to the front and rear ends of the vehicle.Descriptions of the specific frame elements will be more fully describedlater, however, as shown in FIG. 2, these portions are subdivided andthe systems, subsystems and components are configured within such that aself-contained vehicle platform is realized.

The embodiment shown in FIG. 2 comprises an exemplary functional layoutsuitable for an electric vehicle, including an energy storage system(e.g., battery pack(s)) 212), front 214 and rear 216 drive trains (e.g.electric motors and associated power electronics, transmissions, etc.),and control systems, such as suspension, steering and braking 218. Ascan also be illustrated in the embodiment of FIG. 2, the drive trainelements (e.g., motors, transmissions, etc.) may be positioned in-linewith the wheel and close to the front and/or rear; portions of thevehicle platform frame 206 thereby allowing for increased passengerspace within the vehicle cabin. In addition to the propulsion systemsand suspension systems that may be incorporated into the vehicleplatform 200, many embodiments may incorporate a variety of othercomponents such as control systems designed to operate a variety ofother systems (e.g., brakes, steering, cooling, etc.). In manyembodiments, the frame 206 of the vehicle platform 200 also comprises avariety of suspension systems 218 to connect the vehicle platform to thewheels of the vehicle, provide road-holding, handling, and ride qualityfunctions. For example, the suspension systems may be independent ordependent, and may include struts, springs, control arms, torsion bars,etc. In various embodiments, the vehicle platform 200 incorporates asuspension system layout that confines the suspension components withinthe horizontal plane of the vehicle platform. Such suspension systems,in some embodiments, may allow for the direct or hard mounting of thecabin to the vehicle platform to avoid the need for bulkyinterconnection bushings to simplify the interconnection between cabinand vehicle platform. Many such vehicle platform embodiments may alsoinclude comfort control systems including HVAC components (e.g.,compressors, mixing systems, ductwork, etc.).

The disposition of these functional systems and components within thehorizontal platform plane 202 allows for any vehicle body design ofsuitable width and length to be integrated with the vehicle platform byinterconnection at certain fixed attachment points 220 positioned alongthe vehicle platform frame as long as the design accounts for suitablemechanical (if any) or electrical interconnections to allow for usercontrol of the vehicle platform from within the vehicle body.

As shown schematically in FIGS. 3A to 3C, vehicle platforms 300,according to embodiments, allow for a wide range of vehicle bodies 302to be attached thereto through attachment points whereby the vehiclebodies may connect to the underlying vehicle platform frame. Forexample, FIG. 3B illustrates embodiments in which the body structuredisposed on top of the vehicle platform takes the form of a van, whileFIG. 3C illustrates a more traditional sedan-type cabin disposed on topof the same vehicle platform.

The layout of the vehicle platform according to embodiments, andparticularly the self-contained nature of the vehicle platform in whicha substantially horizontal platform having no significant elementsintruding above the upper face of the platform is provided for vehiclebody mounting, allows for the integration of vehicle bodies that cantake advantage of the full wheelbase of the vehicle platform (e.g.,moving passenger position as far forward and rearward as possible)without significant constraint as to the uses for which the interiorspace thus provided may be put. This combination allows for creation oftruly novel vehicle interior designs. For example, as illustrated inFIG. 4, interior seating 400 may include any desired arrangements (e.g.,front 402, side 404 and/or back-facing seats). The open floor spaceafforded by the vehicle platform designs also allows for furnitureelements, such as tables or credenzas to be included in sucharrangements. While the vehicle body shown in FIG. 4 still includes atraditional set of seats 408 for a driver and front passenger, it willbe understood that embodiments contemplate control systems that may bedesigned to be completely autonomous thus negating the need to have aset of forward facing seats. In such embodiments, seats could bereconfigured to take any desired arrangement. Even where a traditionaldriving configuration is present, as shown in FIG. 4, the absence offunctional elements disposed above the platform frame in the frontsection 410 of the vehicle removes the need for a traditional dash orengine compartment allowing for novel control placement and windowarrangements.

Essentially, the unique vehicle platform configuration of the variousembodiments may allow for vehicle body designs where the entirepassenger cabin may be reconfigured for desired purposes such aspassenger transport or other forms of transportation. Additionally, suchembodiments may allow the vehicle to be used for public typetransportation similar to a taxi but would allow multiple passengers toride comfortably while also providing adequate space for any luggage orbelongings. Although not shown in the figures, some embodiments of thevehicle platform may also be modified to accommodate additional cabinssuch as a pickup truck, sport utility vehicle, etc.

The above-discussion has focused on highlighting the characteristicfeatures of embodiments of self-contained vehicle platforms suitable foruse as functional platforms for a wide-variety of vehicle designs. Inthe sections that follow, focus will be placed on embodiments ofspecific configurations of functional components that may be implementedseparately and in combination to achieve the desired vehicle platformfunctionality.

Embodiments Implementing Vehicle Platform Frames

Referring to FIG. 5, a vehicle structural frame 500 in accordance withvarious embodiments is provided. As shown, the structural frame 500generally comprises a series of interconnected structural elementsconfigured to support the vehicle as well as the necessary components toallow the vehicle to function, and define one or more interior framespaces adaptable to accommodate functional systems, subsystems andcomponents of the vehicle platform. Generally these structural elementscan be divided between left and right frame rails 502 that extend fromthe front 504 to the rear 506 of the vehicle and define the length ofthe vehicle, and a plurality of lateral structural cross member elements(e.g., 508, 510, 512, 514, 515, 516, 517, 518, 519) that extend betweenthe frame rails and define the interior width of the vehicle. Althoughthese frame rails and lateral structural elements are describedcollectively, it will be understood that in accordance with manyembodiments they may and are often formed of multiple interconnectedstructural elements.

In various embodiments, as shown in FIG. 5, the frame rails 502 may bedivided into a number of either unitary or separate and interconnectedstructural members that extend longitudinally between the front and rearends of the car. Starting at the front 504 of the vehicle platform, leftand right front frame rails 522 may extend backward from the vicinity ofthe front motor support cross member 510. Rearward of the front motorsupport cross members 510 the front frame rails angle outward andextends rearward passing through the front torque box 523 to meet theleft and right mid-body side rails 524. Rearward of the mid-body siderails, left and right rear frame rails 526 (which are either extensionsof or joined together with the mid-body side rails) angle inward andextend to the vicinity of the rear motor support cross member 518. Foradded strength and rigidity a number of laterally disposed cross memberstructural elements 512, 514, 515, 516 and 517 may extend between themid-body side and front/rear frame rails (e.g., 522, 524, 526). Althougha specific number of lateral cross member structural elements are shownspanning the mid-body side rails in FIG. 5, it will be understood thatembodiments may incorporate any number of such cross member structuralelements suitable to provide sufficient lateral support to the vehicleplatform frame. In addition, further inner longitudinal structuralmembers 528 and 530 may be provided to further strengthen the innerspaces of the mid-body from collapse in case of front or rear impact. Invarious embodiments, rails and structural members may be formed of acommon structural member (e.g., elements 524 and 538) such that thetooling required for manufacture of the various structural members maybe reduced.

Additionally, in order to provide adequate safety of the passengers,embodiments of the vehicle platform frame 500 may incorporate a varietyof front/rear and side impact crumple zones. For example, frame rails inthe front 532 and rear 533 in conjunction with front 508 and rear 519cross-member may work in concert as impact absorption/deflection zonesto absorb or redirect an impact that occurs on either the front or rearof the vehicle. The impact absorption/deflection zones may incorporate avariety of features that are known in the art including, but not limitedto, being made of an energy absorbing material, or being otherwiseconfigured to crumple or deform when subject to an impact. Variousmaterials may be used in the manufacture of the vehicle platform frame500 including, for example, steel, aluminum, titanium, metal alloys,composite material, plastics, carbon fiber, and various combinationsthereof. Many embodiments may utilize a variety of bonding techniques toconnect the various components, such as, for example, welding and/orbolting. Additionally, some components may be manufactured in any mannersuitable to produce a portion of the framework that meets the desiredoutcome in terms of strength, function, and/or appearance.

Although specific arrangements structural members, materials and methodsof manufacture are described above, it will be understood that manypossible arrangements of structural members may be implemented thatresult in the creation of a plurality of inner frame volumes.Specifically, as shown in FIG. 5, lateral structural elements 508 to 512extending between right and left front frame rail elements 522 define afront body space 534 in and around the front axle of the vehicleplatform. Likewise, lateral structural elements 517 to 519 extendingbetween left and right rear frame rail elements 526 define a rear bodyspace 536 in and around the rear axle of the vehicle platform. Betweenthe front and rear body space lateral elements 512 to 517 extendingbetween side rails 522 to 526 define a mid-body space 538, which itselfin many embodiments may be formed of a plurality of separate volumes byinternal lateral and longitudinal structural elements (as shown byelements 528 and 538 in the embodiment illustrated in FIG. 5). Invarious embodiments, portions of the front 522 and rear 526 railelements and respective front 534 and rear 536 body spaces may beelevated relative to the rest of the vehicle frame to accommodatefunctional drive train components, and the frame may include otherelements to surround and protect an energy conversion system. Whereportions of the vehicle platform frame are disposed at differentelevations relative to each other, it will be understood that thehorizontal platform plane may take on an undulating conformation, aspreviously discussed.

Although many embodiments are described, it will be recognized that thevehicle platform frame can take many different forms, in addition to thecage-like structure of the embodiment depicted in FIG. 5. In variousembodiments, the vehicle platform frame may generally comprises anyarrangement of two or more longitudinal structural members spaced adistance apart from each other, with two or more transverse structuralmembers spaced apart from each other and attached to both longitudinalstructural members at their ends such that interior spaces sufficient todispose the functional components of the vehicle platform are formed.Alternatively, the vehicle platform frame may also be formed ofintegrated rails and cross members formed in sheets of metal or othersuitable material, again such that the arrangement is suitable toaccommodate various functional components. In addition, frame structuresaccording to embodiments may be configured to incorporate one or more ofthe functional elements described in one or more of the preceding andfollowing sections of this disclosure.

Embodiments Implementing Impact control Features

As discussed above, with respect to the various features andcharacteristics that can be integrated into embodiments of the vehicleplatform, vehicle platform frames may also include crash protectionelements, including, but not limited to, crumple or deflection zones,crash cans, etc. FIG. 5 in conjunction with FIGS. 6A through 10illustrate various embodiments of impact features that may beimplemented within the framework of various vehicle platforms.

Referring to FIG. 5, many embodiments of the vehicle platform may have avariety of safety features and/or elements incorporated into the front504 and rear 506 spaces of the framework. For example, the front space504 may have an upper load path 545 and a lower load path 550 each ofwhich will take on a different load in the event of a vehicle impact.The load paths as described herein refer to the path in which energy isdirected during an impact event. As a vehicle can be exposed to anynumber of impact types, the different load paths can be designed tooperate in a variety of manners to help absorb and deflect the energy ofthe impact. For example, the Insurance Institute of Highway Safety(IIHS), as well as the National Highway Traffic Safety Administration(NHTSA), routinely performs a number of vehicle impact tests to evaluatethe safety features on vehicles. A zero degree full frontal impact testas well as partial overlap tests are generally performed on the frontpassenger and driver sides of the vehicle. The IIHS evaluates, amongother things, the amount of passenger compartment penetration in suchtests and looks at the various structural elements that helped preventor failed to prevent such penetration. Additionally, the IIHS performssimilar side impact tests looking at similar penetration aspects.

The many frontal impact tests illustrate that the front portion of avehicle can experience high-energy absorption and thus many embodimentsmay require higher energy absorption over a short distance due to thereduced size of the front engine compartment. Thus, many embodiments mayimplement a rigid barrier such as the upper rail elements 532 to performthe high-energy absorption early on in a frontal impact. However, it isundesirable for the load path to experience stack-up that results inbottom-out of the energy absorption elements throughout the event.Accordingly, many embodiments may utilize a lower load path structuralelement 555 configured to engage in the beginning of the impact up to adesired point and then disengage from the impact direction. Thedisengagement can aid in removing the vehicle from the direction of theimpact, for example, by deflection of the impact. The lower load pathelement 555 in accordance with many embodiments may not perform like atypical break away feature because they can maintain the overallconnection and integrity with the frame during frontal impacts as wellas offset or partial offset impacts. Such features can help to preventor reduce the penetration into the passenger compartment.

Referring now to FIGS. 6A and 6B, an embodiment of a lower load pathelement 600 is presented. In many embodiments, the lower load pathelement 600 may be connected to a portion of the frame 602 that has afixed length and may have multiple key elements designed to absorb theenergy from an impact in different ways. For example, the front portionof the lower load path may be configured with a lower load path crushzone 604 that is designed to crush during an impact. The crush zone 604may have a controlled deformation similar to a traditional crumple zone;however, the crushing may only occur over a desired range or distance.In accordance to many embodiments, the desired crush distance can becontrolled by various elements such as a crush control element 606. Thecrush control element 606, in accordance with many embodiments, isdesigned to keep the crushing within the desired crush zone 604 beforetransmitting the impact forces into any additional element. This canhelp to prevent the undesirable stack up that can often occur in atypical crumple zone. Once the lower load path crush zone 604 hasreached the desired crush distance a bending element 608 is thendesigned to bend the lower load path element 600 in a direction that canhelp move or adjust the vehicle away from the direction of impact.Furthermore, such elements help to reduce or eliminate the impact on theframe structure 602 thereby allowing for increased safety. In accordancewith many embodiments, the length of the crush zone 604 and controlelement 606 can be adjusted to account for the change in forces that mayvary with the number of top hat configurations that the vehicle mayassume. FIG. 6B illustrates a lower load path element 600 after it hasundergone an impact. It can be seen the crush zone 604 is compacted andthe bending element 608 has been deformed in such a way to minimizedamage to the vehicle.

FIGS. 6C-6F provide an illustration of a sequence of impact energyabsorption that may occur in accordance with many embodiments. Forexample, FIG. 6C illustrates a lower load path 600 prior to theintroduction of impact energy and an arrow 610 that indicates thedirection of the impact energy. FIG. 6D illustrates an embodiment of theinitial crumpling that may occur in the crush zone 604 and how thecontrol element 606 can limit the amount of crumpling that can occurbefore the energy is transferred into the bending element 608. FIG. 6Efurther illustrates the bending element 608 allowing for bending tooccur over a desired range such that the impact energy does notadversely affect the portion of the frame structure 602, Finally, FIG.6F illustrates an embodiment of a final state of the lower load pathafter the absorption of the impact energy 610.

The lower load path element as illustrated in FIGS. 6A-6F can help totake advantage of many things found in an electric vehicle and/or anelectric vehicle platform as described in the many embodimentsillustrated herein. For example, as illustrated in some embodiments theupper body can be expanded to the near extremes of the platform andincrease the volume of space within the passenger compartment. The lowerload path element, in many embodiments, can help to prevent passengercompartment penetration over a shortened distance from a shorter motorcompartment. This can allow for a smaller overall footprint of a vehicleyet capitalize on the available space within that footprint anddrastically improve the design capabilities of a body for the platform.

Turning now to FIG. 6G embodiments of a crush control element 606 can beseen within a lower load path. As described above, the crush controlelement 606 may be positioned within the lower load path 600 such thatit aids in reducing the amount of compaction that the portions of thevehicle frame will ultimately see during impact. Additionally, aspreviously discussed the crush control element 606 can be adjustable toaccount for the variety of different vehicle configurations. Forexample, in some embodiments, the crush control element may be comprisedof an upper 612 and a lower 614 component. Each of the upper 612 andlower 614 components can be configured have a variety of designs thatallow for reduced weight and improved strength in accordance with manyembodiments. Additionally, many embodiments may incorporate one or moremounting holes 616 that run through the crush control elements such thatthe crush control element 606 can aid in securing the crush zone portion604 to portions of the vehicle frame along the lower load path. In someembodiments, the crush control element 606 can be secured with bushingsor bolts or any number of securing elements sufficient for the desiredoperation of the crush zone.

Referring back to FIG. 5, many embodiments of the front zone of theframe 504 may, as previously described, have a variety of crash featuresor impact protection features. For example, the upper load path 545 mayhave crumple zone or crush components built into the various structuralelements such as the upper front frame rails 532. Such elements can beessential to a frontal impact and having multiple crush elements canhelp to quickly absorb the energy from a frontal impact. However, asmentioned some impacts can occur at an offset to the front of thevehicle. As such, the IIHS performs offset crash tests to evaluate theimpact on the passenger compartment. Accordingly, many embodiments mayincorporate deflector elements (560 and 565) into the upper and lowerload path components. The deflectors, according to many embodiments canabsorb a portion of the impact along the load path but then actprimarily to deflect the vehicle away from the primary direction of theimpact. It is more desirable to limit the interaction with a shallowoffset rigid barrier and disengage the vehicle from the barrier asquickly as possible. Therefore, many embodiments may implement adeflector system.

Referring now to FIG. 7, embodiments of a front portion of a frameworkfor an electric vehicle platform can be seen. FIG. 7 illustrates acloser view of an embodiment of an upper and lower load path deflectoris presented. The upper deflector 702 in many embodiments may beattached to and extend outward from the upper impact beams 704 or awayfrom the centerline of the vehicle. In many embodiments, the upperdeflector 702 can be contoured to match the body of the vehicle. Asshown in FIG. 7 many embodiments may keep a space 706 between the outerportion of the upper deflector 702 and the upper impact beams 704. Insome embodiments, this space 706 may be reduced by way of a spacerelement 708. The spacer element 708 in many embodiments may be a rigidelement that may be formed or attached to the upper deflector 702. Thespacer 708 may take on any number of desired shapes; however, someembodiments may incorporate a triangular shape. The intent of the spaceris to allow for the impact energy from an offset impact to instigate abending moment on the upper deflector to the point where the spacerinfluences the upper impact beams. Having absorbed some energy theimpact between the spacer 708 and the upper impact beams 704 can thenact to redirect the energy from the overall impact to deflect or pushthe vehicle away from the source of the impact such as a rigid barrier.

The upper deflector 702 in some embodiments may be designed to act inconjunction with the lower deflector 710. The lower deflector 710 inmany embodiments may be a rigid element that is attached to the lowerload path impact beams 712. In many embodiments, the lower deflector 710may have a pre-shaped portion 714 that engages with the front portion ofthe lower load path impact beam 712, may be connected with a frontcrossbeam 716, and may extend rearward and outward at an angle away fromthe front of the vehicle. In some embodiments, the lower deflector 710may be attached to the lower load path impact beam 712 by way of aconnection bracket 718. Many embodiments of the lower deflector may bedesigned to redirect the energy from an offset impact to push thevehicle off the impact source as quickly as possible. In manyembodiments, the angle of the lower deflector may be parallel to theangle of the bent upper deflector. In other words, when the upperdeflector 702 has been deformed or bent to the point in which the spacer708 affects the upper impact beam, the brunt of any remaining impactforce can then be directed to the lower deflector 710 and lower impactbeam. Pairing the angles of the upper and lower deflectors can help toquickly push the vehicle away from the source of impact and ultimatelyhelp to reduce the potential penetration into the passenger compartment.Although, a specific embodiment of deflectors is shown, it should beunderstood that the deflectors could be tuned to accommodate any numberof impact loads that may be seen in accordance with any number of upperbody component used. Additionally, in accordance with many embodiments,the impact components such as the spacer 708 and other deflectorelements can be manufactured from any number of materials includingmetal, composite, carbon fiber, etc. Moreover, in many embodiments mayhave elements manufactured of materials similar to other portions of theframework. It should be appreciated that many embodiments of anelectrical vehicle platform may incorporate one or more impact featuresdescribed in relation to the front impact zone.

Referring back to FIG. 5, some embodiments may also incorporateadditional crash or impact protection elements that may be incorporatedinto the rear and/or front frame rails (522 and 526 respectively). Forexample, referring now to FIGS. 8A and 8B, cross sectional views ofembodiments of a front rail 800 is presented. Such embodiments asillustrated in FIG. 8 may include a number of bulkhead elements (802,804, 806, & 808) that are positioned central to the rail elements near atransition point 810 between the upper rail 812 and a mid-body rail 814.The bulkhead elements (802, 804, 806, & 808) may be positioned such thatthere is a space 816 between the central face 810 of each of thebulkheads. The bulkheads, in accordance with many embodiments, can actas a stopping mechanism that reduces the bending or crumpling from animpact. For example, a frontal impact may cause a bending or crumplingto occur along the length of the rails. The bulkheads, in manyembodiments can add strength and stiffness to the rails and during theimpact the front and rear bulkhead can be designed to impact and thusstopping or reducing the effects of the impact. Essentially, thebulkheads can help to control and reduce the intrusion into thepassenger compartment. Although a certain spacing between the front andrear bulkhead elements is shown, it should be recognized that thespacing might be adjusted by any number of methods to accommodate avariety of impact loads. Accordingly, as the body of the vehicle changesthe space as well can be adjusted.

As illustrated in FIG. 8A, the bulkheads may be comprised of multiplecomponents. The front bulkhead may have two parts (802, 804) that aredesigned to cooperatively engage one with the other yet in the event ofan impact the front two bulk head elements (802, 804) may barely contactor not contact at all. In other embodiments, the two bulkhead componentsmay be bonded together in such a manner that they remain in contact witheach other before and during the impact. In some embodiments, the twofront bulkhead components may have one or more flanges (818, 820)designed to overlap various interconnection points between the twocomponents. For example, one or both may have a flange portion thatoverlaps a portion of the rail such that it may form a connection pointbetween the bulkhead elements and the rails. Such attachment flanges maybe present on both the front and the rear bulkhead elements. Although aspecific design of the front and rear bulkhead elements is illustrated,it should be understood that the design, overlap, layout, connections,and/or material used for the bulkheads could vary in accordance with thesafety requirements. Similar to the other frontal impact elements, theuse of bulkhead elements within the rails can help maintain desiredsafety requirements while taking advantage of the many characteristicsof electric vehicles including maximizing the use of space in thepassenger compartment.

Other embodiments may implement additional or modified bulkhead elementswithin the rails. For example, FIG. 8B illustrates a cross sectionalview of rail elements with modified bulkhead components 822. Someembodiments may incorporate the transition point 810 or a bending pointwithin the modified bulkhead. In various embodiments, the modifiedbulkhead can extend between the upper and mid-body rails (812 & 814)thereby acting as a connection element that can serve as both astrengthening component as well as an impact absorption device withinthe rails. Some embodiments may also use a longitudinal bulkhead 824that runs along a longitudinal axis of the rail. In other embodiments,the longitudinal bulkhead 824 may be placed in any one of the railswhere a potential impact may occur. Moreover, although many embodimentsexhibit vehicle impact features that may be included or omitted invehicle platforms as described in the application, it will be understoodthat various combinations of such features may be used in any number ofvehicle designs.

Embodiments Implementing Rear Impact Zones

Referring back to FIG. 5 in relation to the overall frame an embodimentof a vehicle platform, many embodiments have rear crush rails 533 andleft and right rear frame rails 526 that are designed to absorb and/ordeflect the energy from a rear impact. A rear impact can come from anynumber of events, including an oncoming vehicle while one is moving orstopped or the rearward movement into another moving or stationaryobject. Accordingly protecting the passenger compartment from rearwardpenetration can be just as important as the front. This is especiallytrue under the context of many embodiments of the vehicle platform thatmaximizes the occupant space. As previously mentioned, the maximizationof space creates shorter front and rear drive train compartments thatpresent unique challenges in designing adequate safety features. Theforward and the rearward portions 504, 506 may in some embodiments bestrengthened to provide increase safety but without the added weightthat can dramatically affect the efficiency of the vehicle operation.

Referring now to FIGS. 9A and 9B an embodiment of the rear frame railsare illustrated in several cross sectional views. In some embodiments,it may be desirable to reduce the overall weight of the vehicle platformwhile maintaining the necessary strength to functional components of theoverall vehicle. Some embodiments may incorporate multiple reinforcementbulkheads 902 along the length of the inner portion of the rear framerails 900. The reinforcement bulkhead 902 according to embodiments canhelp to strengthen and stiffen the frame rails 900 in two differentscenarios. First, the bulkheads 902 that may be positioned near the rearof the vehicle can be positioned such that they provide added stiffnessand strength to the rails 900 to support the rear suspension system.Additionally, the rear most bulkheads can add stiffening material tohelp absorb impact energy from a rear impact. Likewise, the otherbulkheads 908 that run forward along the length of the rear frame rail900 may be positioned at various intervals to add strength and stiffnessto the rear frame rail 900. The additional bulkheads, in accordance withmany embodiments, can add additional strength and stiffness to the rearrails to minimize bending and compaction along the length of the railsduring a rear impact. It can be appreciated from FIGS. 9A and 9B thatthe reinforcement bulkheads 902 may be positioned along the centerlineof the rail 900 and may be sandwiched between an outer wall and an innerwall. Although a specific arrangement of bulkheads is illustrated, itcan be appreciated that any configuration of bulkheads within the rearframe rail 900 may be used to strengthen and stiffen the rails withoutdramatically increasing the weight of the vehicle. In many embodiments,the bulkheads may be manufactured by a variety of methods includingstamping, molding, casting, and/or forming both cold and hot. Likewise,the bulkheads may be made from any number of materials includingmetallic, carbon fiber, composite, etc.

The impact energy can be absorbed in any number of ways and through avariety of components during an impact. Therefore, as has beenemphasized throughout, the protection of the passenger compartment is akey element in the safety features of a vehicle. Illustrated in FIGS. 9Aand 9A the rear frame rails have an offset undulation 905 along thelength of the rail 900. This can also be true for embodiments of thefront portion of the vehicle as shown in FIG. 5. The undulation 904, inaccordance with various embodiments, can help to increase the space inthe passenger compartment while providing adequate space in the vehicleplatform to support addition functional elements. However, theundulation 904 can create a stress point along the length of the framerails 900 and may require additional stiffness. While traditionalvehicles may add thickness to the rails, many embodiments of theplatform may incorporate an overlapping reinforcement patch 906. Thereinforcement patch can act as a stiffener to the rail 900 in the eventof a rear impact. The added stiffness, in many embodiments can helpprevent the rear drive train and other functional components frombending up and into the passenger compartment. Likewise, such patchescan help to reduce the buckling seen by the rails in a rear crash. Inaccordance with many embodiments, the success of a reinforcement patchcan be illustrated by FIG. 10. As shown, a small buckling zone orminimized buckling is illustrated in the undulation of the frame after asimulated rear impact. Such reduction in buckling is highly desirablewith respect to prevention of damage to the passenger compartment. Manyembodiments, function to improve impact energy absorption and thusreduce the effect of the impact on the passenger compartment. This helpsto ensure a safer vehicle for the passengers. Moreover, although manyembodiments exhibit vehicle impact features for the rear of the vehicle.it will be understood that various combinations of such features may beincluded or omitted as required by the specific vehicle design.

Embodiments Implementing Compartmentalized Energy Storage Systems

Regardless of the specific arrangement of structural elements and orimpact features that may be implemented in the many embodiments of avehicle platform, the vehicle platform may also provide a rigidstructure to support all of the necessary functional systems andcomponents, such as, for example, drive train components, energy storagesystem, suspension system with wheels (each wheel having a tire),steering system, and braking system are mounted. Again, to achieve asubstantially horizontal upper vehicle platform face, many embodimentsdistribute these functional systems throughout the open spaces of thevehicle platform and configured such components and systems such thatthey do not extend or protrude substantially higher than the highestpoint of the vehicle platform frame, as shown in FIGS. 11A and 11B.Substantially higher can be defined as an amount greater than the top ofany of the wheels and/or tires of the vehicle. Where the wheel isdefined by the size of the rim and wheel hub, and the tire as beingdisposed around the periphery of the wheel.

Specifically, FIG. 11A illustrates embodiments of an energy storagesystem 1100 (e.g., a compartmentalized battery pack) disposed within theinterior spaces of the mid-body space 1102 of the vehicle platform 1100.FIG. 11B illustrates embodiments of front and rear suspension systems1106 disposed within the platform plane of the vehicle platform 1100. Asimplemented, embodiments of suspension systems 1106 allow for thepackaging of all functional components within the frame 1108 of thevehicle platform or within the profile of the wheel 1110 of the vehiclebody. Similarly, as shown in FIG. 11B all drive train elements includingfront and rear motors and transmissions 1112 are configured such thatthey are confined within the raised portions of the platform plane atthe front 1114 and rear 1116 of the vehicle platform 1100. Note thatalthough a dual drive train system is shown in the illustrations,embodiments contemplate implementations of vehicle platforms havingsingle (front or rear) drive trains. As previously discussed, such asubstantially horizontal upper vehicle platform enables the attachedvehicle body to incorporate a passenger area within the body thatextends the length of the vehicle platform without the need for sealedoff mechanical, electrical, etc. compartments, such as the engine andtrunk compartments typically found in internal combustion engines.

Many embodiments of vehicle platforms may implement energy storagesystems similar to those illustrated in FIGS. 11A through 12F. Variousembodiments may position the energy storage systems within a mid-bodyinterior space 1102 of the vehicle platform frame 1108 as can be seen inFIG. 11A. Such placement, on the mid-point of the vehicle and at thevehicles lowest point is advantageous for a number of reasons. Theenergy storage system for most alternative fuel vehicles (whether pureelectric or fuel cell) typically comprises a large proportion of theweight of the vehicle. By placing this heavy component mid-vehicle andas close to the ground as possible, the center of gravity of the vehicleis shifted closer to the road. This low center of gravity tends toimprove the handling characteristics of the vehicle. However, placingthe energy storage system this close to the ground creates potentialhazards. In both fuel cell and battery, electric vehicles the energystorage components can combust if they are damaged, either during acollision or through impact resulting from a road hazard, such aspenetration of an object into the containment vessel. To address thisissue, many electric vehicle manufacturers design energy storage systemsas a monolithic pre-sealed unit, which is inserted into and separatelysealed within a mid-body interior space of the frame. While this doublehull construction does increase the force required to penetrate thebattery compartment, and the frame of the energy storage system vesselmay serve as a rigid lateral stabilizing element within the large openframe, the drawback is that inclusion of such a vessel into the vehicleadds greatly to the weight of the energy storage system, whichultimately can have a negative impact on vehicle range with minimalimprovement to vehicle safety.

Energy storage systems in accordance with many embodiments of thevehicle platform are designed with various structural and functionalfeatures to aid in the simplicity of design and use, and overalladaptability of the electric vehicle and vehicle platform to a varietyof configurations. In various embodiments, as shown in FIG. 12A, thevehicle platform 1200 incorporates a vehicle battery system energystorage system comprised of a number of separate modular vehicle batteryelements 1202 interconnected together and with the other elements of thedrive train through a suitable configuration of wires and/or buses 1204,and battery support systems 1206 (e.g., cooling, battery disconnects,and power management components). These modular vehicle battery elements1202 are disposed within the mid-body space 1208 of the vehicle platformframe 1210 such that the structural elements of the frame 1210 and topand bottom (1212/1214 in FIG. 12B) cover plates of the vehicle framecombine to directly form the sealed battery containment vessel for thevehicle battery elements. By using elements of the frame 1210 as thecontainment vessel for the energy storage system, in accordance withembodiments, substantial weight savings can be realized.

As previously discussed, one of the reasons conventional electricvehicles utilize an energy storage system disposed within a rigid vesselis to provide additional structural stability to the vehicle platformframe, which would otherwise have a large open middle section.Embodiments address the loss of such a rigid vessel body by integratinginto the frame 1210 a variety of cross member structural elements, whichsubdivide the interior space of the mid-body of the vehicle platforminto a number of separated interior spaces. It should be noted thatcross member structural elements in this context might include bothlateral cross members 1216 and longitudinal members 1218. Althoughcertain configurations of structural elements are shown, it should beunderstood that any number and arrangement of such structural membersmight be implemented such that sufficient frame stability is created. Inaddition to conferring additional stability to the vehicle platform,such interior structural members also provide support elements for oneor more of the battery elements 1202 and/or support components 1206disposed within the frame battery compartment, and for vehicle bodyelements mounted to the vehicle platform, as will be discussed in detailin the sections to follow.

In addition to the internal support members, the vehicle platform mayincorporate a variety of other features to aid in ensuring theprotection of the energy storage system from external damage as well asserve as structural support for the electric vehicle. For example, someembodiments may incorporate the use of additional impact absorptioncomponents arranged on the side rails 1219 of the vehicle frame (e.g.,crash cans, not shown) to absorb or redirect the energy resulting froman impact. Front and rear structural members 1220 may also be configuredto deform, similar embodiments described above, thus reducing affectdamage to the energy storage system during a front and/or rearcollision.

Additionally, many embodiments may use a bottom cover plate 1214 similarto that illustrated in FIG. 12B to protect the energy storagecompartment from objects below the vehicle platform. Some embodimentsmay incorporate additional safety measures and/or devices to preventunwanted intrusion into the battery storage compartment. For example,the conventional approach might be to install a bottom cover plate thatis sufficiently thick to absorb the energy of an impact completely,however, this solution results in high mass penalties. Accordingly, manyembodiments employ a sacrificial shear panel/layer 1222 attached underthe energy storage system compartment that is configured to shear offwhen the bottom cover plate 1214 is impacted, as illustrated in FIG.12C.

The modularity of the vehicle battery elements in accordance withembodiments confers other advantages over conventional monolithicbatteries. Implementations of such modular batteries allows for facileadjustment to their configuration during either manufacture ormaintenance. Specifically, the modularity allows energy storage to beadjusted depending on the size and quantity of electric storage requiredfor the function of the vehicle. For example, various embodiments mayallow for the creation of different-range versions of vehicles simply byvarying the number of battery modules inserted into the energy storagesystem. Other embodiments may allow additional battery modules to beused with larger top-hat configurations that may require additionalenergy for adequate functionality. Additionally, the modularity of theenergy storage system in many embodiments, allows the ability to replaceindividual elements that may fail without the need to remove the entireenergy storage system thereby reducing the cost of battery replacementthroughout the life of the vehicle.

Another advantage of the battery modularity implemented according toembodiments is the ability to orient the individual modular batterycomponents as desired. Accordingly, many embodiments can allow for theimproved battery efficiency as well as improved or more efficientpackaging of the battery modules within the vehicle platform. As shownin FIGS. 12D and 12E, battery modules 1202, according to manyembodiments, can be packaged with one or more integrated coolingelements 1224. While the primary function of the embodiments of thecooling elements is to maintain the temperature of the batteries andserve as a heat transfer tool to transfer and reuse the heat from thebattery elements to other systems of the vehicle platform or morebroadly vehicle, in various embodiments of the vehicle platform they mayserve as a secondary structural component.

Specifically, according to many embodiments, cooling elements 1224comprise elongated rigid bodies 1226 having a variety of channels andheat plates 1228 disposed therein that may be used to aid in coolingand/or running other heat transfer elements. These heat transferelements and battery support plates are extremely rigid and typicallymade from a metal to encourage heat transfer. Accordingly, in variousembodiments, as shown for example in FIG. 12A, battery modules 1202 maybe oriented in a varying geometry such that these rigid cooling elements1224 may serve as secondary structural elements. Specifically, as shownin FIG. 12A battery modules in the front and rear of the energy storagesystem are disposed geometrically parallel to the longitudinal axis 1230of the vehicle platform such that they serve as structural elementsagainst deformation of the frame 1210 into the energy storage systemfrom potential front or rear impacts. In contrast, battery modules 1202disposed within the central portion of the energy storage system aredisposed geometrically transverse to the longitudinal axis 1230 of thevehicle thus allowing the battery modules to serve as a further lateralstructural support for the vehicle platform frame in the case of sideimpacts. In some embodiments, sufficient additional stability may beprovided by arranging such battery modules to allow for the removal ofthe interior structural frame elements 1216/1218 thus further reducingvehicle weight and increasing the number of battery modules that can bepositioned within the vehicle platform frame.

FIG. 12F illustrates a view of a conventional battery compartment andthe adjacent framework of a vehicle body. It can be seen thattraditionally additional side impact absorption devices are notincorporated. For electric vehicles, protecting the battery in sidecrash events (especially the pole impact) is challenging given theavailable crush space. Moreover, having an efficient lightweightsolution is even more challenging. For example, many vehicle companiesaddress this by incorporating rockers having very heavy longitudinalbeams to absorb the impact energy. These beams are expensive, heavy andproduce very high decelerations.

In accordance with many embodiments, a variety of safety features mayalso be designed to integrate with the vehicle platform on attachmentwith the vehicle body, such as, for example, side impact energyabsorption devices. In such embodiments, the side impact absorptiondevices may be arranged such that they are between an inner wall of thevehicle body and the outer wall of the vehicle platform frame.Embodiments of the side impact absorption devices are designed toprotect the battery compartment from damage in the event of a sideimpact.

Turning to the construction of the battery elements themselves, batteryelements according to the embodiments may consist in a variety of forms(e.g., lead-acid, nickel metal hydride (NiMH), Zebra (hot salt),lithium-ion and lithium polymer), etc. It will be understood that thebattery selection can vary based on the desired use of the electricvehicle as well as the potential environmental risks. Moreover, althoughmany embodiments exhibit energy storage systems within embodiments ofvehicle platforms i, it will be understood that various combinations ofsuch systems and their structural and functional components may beincluded or omitted in any number of designs included the manyembodiments of vehicle platforms.

Embodiments Implementing Vehicle Body Couplings

In embodiments, the vehicle frame may be further configured to supportan attached body, as shown in FIGS. 13A and 13B. Embodiments of avehicle body may be soft or hard mounted to the vehicle platform frame1300 through a plurality of interconnective load-bearing couplings 1302as shown in FIG. 13B. As shown in FIG. 13B, the vehicle frame couplings1302 are cooperative with couplings 1304 on a vehicle body 1306 andtogether function to physically interconnect the vehicle body to thevehicle platform. Embodiments of suitable couplings may take any form,including, for example, releasable couplings such as bolts, screws,latches, etc., and non-releasable couplings such as weld flanges orriveting surfaces. In various embodiments, the couplings comprisecooperative brackets with associated boltholes. FIGS. 13C and 13Dillustrate various embodiments of vehicle body coupling hardware. Asshown, couplings may consist of one or more bracket designs 1308configured to complementarily engage corresponding couplings on thevehicle platform. In other embodiments, the coupling may alsoincorporate one or more coupling caps 1312 to cover the associatedattachment brackets.

Referring again to the discussion of FIGS. 11A and 11B, above, thefunctional systems and components (e.g., drive train, energy storage,steering, braking system, etc.) are configured and positioned within theframe of the vehicle platform to minimize the overall vertical height ofthe vehicle platform and to maintain a substantially horizontal uppervehicle platform face (e.g., a face that follows the contours of theupwardly facing contours of the vehicle platform frame and thefunctional systems and components disposed therein). As shown in FIGS.13A and 13B, vehicle bodies, according to embodiments have acorresponding lower body face 1314 that is configured to substantiallyfollow the exposed contours of the upward facing vehicle platformcontour 1316.

Although not shown, it will be understood that embodiments of vehicleplatforms and matable vehicle bodies also include complementaryfunctional connectors (e.g., mechanical, electrical, fluid, etc.)necessary to allow for the control and functioning of the varioussystems and components of the vehicle platform. Such connectors,according to various embodiments, are configured to disconnect betweenthe base or platform and the vehicle body. In other words, theconnections for things such as braking and steering may be mechanicallydisconnected between the two vehicle components. In various embodimentsone or more electrical connectors may function as power connectors(e.g., to transmit power between the vehicle platform and the vehiclebody) and signal conduits (e.g., to transmit control or informationalsignals between functional systems in the vehicle platform and thevehicle body). Embodiments of such electrical connectors may include anydevice suitable to connect one or more electrical wires with otherelectrical wires. In various embodiments, one or more fluid connectorsor vents may be disposed between the vehicle platform and the vehiclebody to allow the flow of liquids or gases therebetween. Manyembodiments may also include one or linkages that are more mechanicalconfigured to transmit physical controls between vehicle platform andvehicle body. In many embodiments, the vehicle body and platform areconfigured such that no mechanical control linkages are used. In certainembodiments, “control-by-wire” connections can be utilized (e.g.,steer-by-wire, brake-by-wire, etc.), further reducing or eliminating theneed for mechanical control linkages. A by-wire system is characterizedby control signal transmission, and includes systems configured toreceive and respond to control signals in electronic form via a controlsignal between the vehicle platform and vehicle body. Many suitableby-wire systems, as will be known in the art may be used with suchembodiments.

In various embodiments, in addition to the platform/body couplings andany necessary functional system couplings, embodiments implement anchorpoints for interconnecting elements within the vehicle body (e.g.,passenger seats or other interior elements) directly onto the upper faceof the vehicle platform frame. Embodiments of such interconnections areillustrated in FIGS. 14A and 14B. As shown, in various embodiments thevehicle platform frame 1400 can incorporate attachment points 1402disposed on underlying structural member. In various embodiments theseattachment points pass through openings formed in the top cover plate1404 of the vehicle platform frame such that they may cooperativelyengage elements located within the vehicle body. In such embodiments,either the top cover plate 1404 of the vehicle platform also serves asthe floor or bottom of the vehicle body, or where the vehicle body has aseparate floor, as shown in FIG. 14B cooperative attachment points 1406are disposed on the vehicle body 1408 that pass through the bottom floor1410 of the vehicle body to allow for direct engagement of elements(e.g., seats, consoles, etc.) within the vehicle body interior to thevehicle platform. The attachment point itself can take any form suitableto provide a secure mounting point for vehicle body element, including,for example, brackets with associated bolt holes, weld flanges, rivetplates, etc.

Although such embodiments allow for a simplified and universallyadaptable vehicle platform that can greatly reduce the weight andcomplexity of the vehicle body by integrating such attachment pointswithin the vehicle platform itself, the attachment points must bespecially engineered to prevent potentially hazardous conditions.Referring back to the discussion of the energy storage system (see,e.g., FIGS. 12A to 12F), as discussed, the compartment containing theenergy storage system generally should be sealed from the externalenvironment. Conventional electric vehicle designs address this issue byusing an independently sealed battery vessel that provides a layer ofprotection regardless of what components may penetrate into the interiorspace of the frame into which the vessel is disposed. However, manyembodiments of the present invention are configured such that thestructural elements and top and bottom cover plates of the frame operateas the sole vessel for sealing the energy storage system from theexternal environment. Accordingly, having attachment points thatpenetrate through the top cover plate into this energy storage systemcompartment can be problematic. As will be discussed in relation toFIGS. 15A and 15B, many embodiments incorporate frame attachment points1500 that also serve as sealing elements.

As shown in FIG. 15A, various embodiments of attachment points 1500 areconfigured to be attached to an underlying structural support 1502 ofthe vehicle frame. As previously shown in FIG. 14A, these attachmentpoints then extend upward through cooperative holes disposed in the topcover plate 1404 of the frame. To prevent exposure of the energy storagesystem compartment to the environment through these holes, theattachment point is configured such that the combination of the topcover plate and the attachment points seal the energy storage systemcompartment.

FIG. 15B illustrates an embodiment of a sealable attachment point inaccordance with many embodiments. As shown, in various embodiments anattachment point 1500 is interconnected with the structural member 1502of the vehicle frame and extends upward through a hole 1504 in the topcover plate 1506 of the frame such that the perimeter edges 1508 of thetop cover plate are disposed adjacent to the sides of the attachmentpoint. Once the elements of the vehicle platform are disposed in thisconfiguration, a sealing cap 1510 configured to cooperatively engage theouter contour of the attachment point 1500 is disposed such that thesealing cap covers the attachment point 1500 and overlaps the perimeteredges 1508 of the top cover plate 1506. When thus fixed into position,the layering of attachment point, top cover plate and sealing capfunction to seal the energy storage compartment form the environment. Itwill be understood that embodiments of the attachment point and sealingcap may have integrated flanges (1512 and 1514, respectively) that runcircumferentially around the entirety elements and serve to fix and sealthe perimeter edges 1508 of the cover plate hole 1504. The seal cap1510, in accordance with various embodiments may be a single elementthat is bonded separately to the attachment point. Any number of methodsincluding welding or using of an additional bonding material may be usedto achieve the bonding. In some embodiments, the seal cap may beco-formed with the attachment point and top cover plate such that theyare one piece secured to the structural supports of the frame.

Turning now to FIGS. 15C and 15D, in some embodiments, the top plate1506 may overlap the flanges 1514 of the sealing cap 1510. In otherwords, some embodiments may place the sealing cap 1510 over theattachment point 1500 before the top plate 1506 is positioned.Therefore, some embodiments enable the top plate 1506 to be a sealingplate that seals the battery compartment as well as the attachmentpoints, thus preventing undesirable exposure to the battery compartment.This can be true for many embodiments to prevent exposure to the batterycompartment during the removal and/or installation of the top hatcomponent. Since many embodiments may be configured to adapt to one ormore top hat configurations, it is reasonable to assume that any type ofexchange of top hat or even simple maintenance would create potentialexposure to the battery compartment. Therefore, many embodiments mayemploy one or more of the aforementioned attachment/sealing techniquesto allow for useable attachment points and still maintain a sealedbattery compartment. Additionally, many embodiments can add furthersealing or protection when a bottom or floor of the body 1516 is placedon top of the vehicle framework. In many embodiments additional sealingelements 1518 may be used to seal the seams in and around the attachmentpoints 1500. The sealing elements 1518 can be any number of materialssuch as adhesives or foams that provide a seal between differentcomponents.

Regardless of the number and type of connections to the vehicle body, itwill be understood that in accordance with many embodiments thecomplementary connection components are configured to align with eachother during manufacture without positional modification. In variousembodiments some or all interconnections (e.g., mechanical, structural,electrical, etc.) may be movable such that slight misalignment ofelements may be corrected. In addition, as the vehicle platformaccording to embodiments is configured to be used with multiple vehiclebodies, it will be understood that one or both the vehicle platform orvehicle body may have redundant or unused couplings or attachmentpoints. Moreover, although many embodiments exhibit connection pointsfor vehicle platforms and associated vehicle bodies, it will beunderstood that various combinations of vehicle connection points can beused in any number of vehicle platform designs and or any number ofdesigns used to join multiple components.

Embodiments of the Suspension System

The suspension system of a vehicle can be a crucial to the overallfunction of the vehicle. Poor suspension systems can result in damage toother structures and features while properly tuned suspension systemscan ensure the longevity of a vehicle. Electric vehicle manufacturershave approached how to package suspension systems with alternative fuelvehicles in a number of ways. Most rely on conventional suspensionsystems implementing struts, coils springs or bushings. The downside tothese suspension designs is that they are difficult to package withinthe frame of the vehicle's underlying platform, as shown in the imagesof vehicle platforms from Volkswagen (FIG. 16A) and Tesla (FIG. 16B).Many embodiments of vehicle platforms according to the currentdisclosure increase the challenges in suspension design by implementinga hard mounted vehicle body atop the vehicle platform. While such hardmounting does remove the need for introducing bulk bushings between thevehicle platform and vehicle body (which would necessitate intrusion ofsuch elements into the interior space of the vehicle body), the tradeoffis that the suspension is placed under enormous demands to address bothride and roll issues introduced by such a body/chassis interconnection.

Suspension systems in accordance with embodiments of vehicle platformsare configured to allow for packaging within the confines of the vehicleplatform with a minimum of complexity. In accordance with variousembodiments, the suspension systems of the skateboard structure may takeon a variety of forms including independent suspension systems for eachof the wheels or dependent or semi-independent suspension systems thatoperate collectively between two wheels in either the front or the rearof the vehicle. Many such embodiments implement a double wishboneindependent suspension that incorporates a transverse mounted leafspring that serves both as ride spring and anti-roll spring to avoid theneed for additional coil springs or struts that would extend above theplane of the vehicle platform, and in some embodiments may eliminate theneed for an additional anti-roll bar.

FIGS. 17A to 17C illustrate certain embodiments of such suspensionsystems. As shown, in various embodiments a front suspension control armsystem of the vehicle platform 1700 comprises a double wishbonestructure 1702 disposed around the wheel mount 1704. The double wishbonestructure (as seen in FIG. 17B) generally comprises an upper wishbonesupport arm 1706 and a lower wishbone support arm (element 1708 in FIG.17C) and a damper 1710 mounted between the two wishbones. As will beunderstood, the two wishbone arms 1706/1708 are secured and pivotablyconnected at one end to the platform frame 1700 through pairs of pivotconnections 1707 (upper) and 1709 (lower) that allow relative verticalmovement of the wishbone arms with respect to the frame. The wishbonearms are then further rotationally connected to the steering knuckle orwheel mount 1704 through rotational connectors 1712 and 1714 (upper andlower respectively) such that the steering knuckle may be rotatedrelative by suitable control elements to steer the vehicle. By combiningthese joints, the wheels may move independently of each other andprovide guidance to the vehicle. In embodiments, at least one damper1710 per wheel is disposed securely between the lower wishbone arm 1708and the frame 1700 such that vertical movement of the steering knuckleis dampened to reduce road shock and vibration being transmitted throughthe wishbone arms to the vehicle.

Although configurations of double wishbone suspensions are known in theart, integrating such suspension systems on a vehicle platform accordingto embodiments in such a way to minimize the location of suspensionelements out of the plane of the vehicle platform have thus far not beendescribed. According to many embodiments, as shown in FIGS. 17D and 17E,in order to package the upper wishbone support arm 1706 within the spaceallotted for the front suspension the pivot interconnections of theupper wishbone support arm are located within the vertical plane definedby the body of the associated frame rail. In one embodiment, as shown inFIG. 17D the frontward pivot interconnection 1716 of the upper wishbonesupport arm 1706 is disposed within a receiving opening 1718 formed inthe frame rail 1700 of the vehicle platform, while the rearward pivotinterconnection 1720 is disposed partially within a cutout 1722 in theframe rail body 1700. Accordingly, many embodiments configure the upperwishbone 1706 to be connected to brackets 1724 on both the front andrear portions of the wishbone. Some embodiments provide that suchbrackets 1724 that are positioned beyond the perimeter of frame railbody 1700. Moving the pivot points of the front upper wishbone supportarm inboard within the body of the frame rail in accordance withembodiments allows for a more compact suspension system geometry thanwould otherwise be possible, thus allowing for the integration of thesuspension system within the platform plane. FIG. 17E also illustratesthe upper connection point for the front damper 1710. In accordance withmany embodiments, the various attachment points/opening/brackets may bemanufactured in any number of methods that are known in the art.Additionally, they may be affixed to the various points on the frameworkin any number of manners suitable.

As shown, in embodiments, the damper 1710 may be attached to one or morebrackets 1726 that extend slightly above the upper face of the vehicleplatform and provide an attachment point 1728 above the upper face ofthe vehicle platform. Other embodiments may also have brackets withsecondary attachment points 1730 that are below the upper surface of theframe or allow the bracket to attach to the side of the vehicle platformframe. Although some embodiments provide to brackets that extend beyondthe upper surface of the frame, in compliance with many embodiments noportion of the suspension system extends beyond the upper perimeter ofthe vehicle wheel. Accordingly, the suspension system, according toembodiments, is significantly compacted compared to conventionalsystems. Other embodiments, such as those seen in FIGS. 17F and 17G,utilize a bracket 1730 that may allow for an attachment point 1732 thatis on a lateral side of the vehicle framework. Such embodiments providefor a lower profile bracket 1730 such that the overall suspension systemcan still be configured within a low profile vehicle platform framework.

To accomplish this compact geometry it is also necessary to remove theneed for a strut or coil spring as these bulk elements are typicallydisposed in geometries that would require extending parts of thesuspension system well beyond the platform plane (as illustrated by theprior art systems depicted in FIGS. 16A and 16B). Accordingly, manyembodiments incorporate additional suspension components thatinterconnect the independent suspension systems. For example, variousembodiments implement a transverse leaf spring to interconnect thewheels, provide both ride spring, and roll spring functionality, therebysimultaneously obviating the need for additional coil springs or strutsand an anti-roll bar. FIG. 18a provides a view of an embodiment of theunderside of the vehicle platform 1800 in which a transverse leaf spring1802 is incorporated into the suspension system. As shown, thetransverse leaf spring 1802 spans the right and left lower wishbone arms1804 and interconnects therewith. The transverse leaf spring may also beinterconnected with the frame of the vehicle platform at two or morepivot or attachment points 1806 disposed along the length of the leafspring 1802. It should be noted that in the illustration provided inFIG. 18A one of the pivot points is shielded from view by a coverelement 1808, which is further described in relation to FIGS. 18B and18C. It should also be noted that while embodiments implementingtransverse leaf springs may omit anti-roll bars, as shown in FIG. 18Aanti-roll bars 1810 might also be included in accordance withembodiments where additional stability is desired.

Moving now to FIGS. 18B and 18C leaf springs 1802, in accordance withmany embodiments, can be attached to the frame of the vehicle platform1800 at pivot points 1806. Various embodiments may use a cover plate1808 to protect the pivot point from possible damage. In someembodiments, the cover plate 1808 is mounted onto the frame at severalattachment points 1812. Although a specific embodiment of a cover plate1808 is illustrated, it can be appreciated that any number of designscould be used. Additionally, it should also be understood that someembodiments may not utilize a separate cover plate but may haveprotection coverings integrated within the design of the leaf spring1802 and pivot points 1806. For example, some embodiments may havecoverings that serve as an installation tool to aid in installing theleaf spring 1802 to the vehicle frame while simultaneously serving as acovering to cover and protect the pivot point 1806. FIG. 18D illustratesa cross-sectional view of the interconnection of the leaf spring 1802and associated pivot point 1806 and cover plate 1808 in accordance withsome embodiments.

Turning now to FIGS. 19A through 20C, various embodiments of connectinga leaf spring type suspension system to other components and the vehicleplatform frame can be further illustrated. For example, FIG. 19Aillustrates an embodiment of a wheel assembly 1900 with a leaf spring1902 connected to a wheel knuckle 1904 from which the wheel 1906 can beconnected. In various embodiments, the leaf spring 1902 can connect tothe knuckle 1904 by way of a connection mechanism 1908. In someembodiments, the connection mechanism may be a rubber bushing whileothers may use a ball joint. It can be appreciated that any number ofconnection mechanisms. Embodiments of such attachment methods andconfigurations can provide for a transverse leaf spring to act as acontrol arm, which can take over wheel guiding functionality.Accordingly, such embodiments can allow the leaf spring 1902 tocounteract wheel forces and movements. In some embodiments, anadditional control arm 1910 can be used in conjunction with the leafspring. This can account for increased load requirements that may occurwith the various embodiments of the overall vehicle platform andassociated body or top hat. Additionally, many embodiments mayincorporate modified pivot/attachment points 1912 for the leaf spring toattach to the vehicle platform framework.

Adjustability and adaptability are well-integrated components in themany embodiments of the vehicle platform. Therefore, it can beappreciated that the connection of the suspension system can be adaptedbased on the variety of embodiments of the vehicle platform andassociated body. FIG. 19B illustrates an embodiment of a wheel assemblysimilar to FIG. 19A but with improved control arm 1910 configurations.For example, the control arm 1910 may be connected to the leaf spring1902 through a connector plate 1914. In many embodiments, the connectorplate 1914 can provide connections to the leaf spring 1902 as well asthe knuckle portion 1904 of the wheel assembly. In various embodiments,the connection between the different components can be bushings, balljoints, hinges, or any manner of connection that allows for adequatecontrol over the wheel functionality. In addition to the connection withthe wheel assembly 1900, the control arm 1910 can be connected to thevehicle framework (not shown) through an independent connection point1916. In accordance with various embodiments, the independent connectionpoint 1916 can be a bushing, ball joint, hinge, or any variety ofsuitable connection devices. It can be appreciated that with theimproved adaptability of the many embodiments of the vehicle platform,the connections between the control arm 1910 and the other suspensioncomponents can be moveable as described above, but may also be rigid orsemi-rigid based on the end functionality requirements of the vehicleplatform and associated body.

FIGS. 20A through 20C illustrate various embodiments of connectionmechanisms that can be used to connect the leaf spring components to thevehicle platform framework. Many such embodiments can be used inconjunction with covers or other elements previously discussed inrelation to the pivot/attachment points in FIGS. 18A-18D. FIG. 20Aillustrates a top and side view of mounting points 2000 that also serveas the pivot points about which the leaf spring 2002 can rotate or flexduring use. In accordance with many embodiments, the mounting points2000 may have cylindrical bushings 2004 placed on either side of theleaf spring 2002 such that the central axis 2006 of the bushings 2004 isperpendicular to the longitudinal axis of the leaf spring andperpendicular to the predominant motion plane of the leaf spring 2002.In various embodiments, the bushings 2004 can be supported by a bracket2008 that is connected to the spring 2002. In some embodiments, the coreof the bushing can be connected to the bracket by a clevis 2010 that canbe fixed to the body of the bracket 2008.

In some embodiments, the leaf spring 2002 may have a trapezoidal section2012 that interfaces with a corresponding mounting bracket 2014 as seenin FIGS. 20B and 20C. The trapezoidal section 2012, in many embodimentscan be used to transfer lateral forces via the mounting bracket 2014. Invarious embodiments, the position of the mounting bracket 2014 can befurther assured through the use of a clamping mechanism 2016. It shouldbe understood that any number of clamping mechanisms 2016 can be used inthe various embodiments to hold the attachment point 2000 in the desiredlocation along the leaf spring 2002.

One advantage of incorporating leaf springs into the suspension systemaccording to embodiments is the ability to adapt the spring in variousways to provide the desired ride and roll stiffness of the vehicleplatform and associated vehicle body. The adaptability can allow for avariety of embodiments of vehicle platforms to accommodate any number ofvehicle body or top-hat designs. FIG. 21, for example, illustrates across sectional view of a suspension system on a vehicle platform 2100where pivot points 2102 can be positioned at different locations along aleaf spring 2104 to adjust the flexibility and movement of the leafspring. This adjustability can thereby act as a control measure toaccommodate a number of different scenarios for which the vehicle mayencounter. In some embodiments, the position of the pivot points 2102may be accomplished by altering the distance between the pivot points ofthe leaf spring. For example, the pivot points 2102 could be positionedat various locations 2106 along the length of the leaf spring 12104. Inmany embodiments, altering the positions of the pivot points 2102 mayincrease or decrease ride and roll stiffness. Accordingly, this can bedone within a desired range of space for each pivot point 2102 for whichthe desired performance can be achieved. Further adjustment may be madeby altering the geometry of the attachment of the ends 2108 of the leafspring 2104 to the lower wishbone arms 2110. Such adjustabilityaccording to embodiments could allow for the use of a common leaf springacross a wide range of different vehicle bodies having different weightsand desired ride characteristics.

As has been discussed, the adjustability of the attachment points of thetransverse leaf spring can have simple and yet dramatic effects on theoverall response of the suspension system to be able to maintain thedesired ride and roll stiffness of the vehicle. FIG. 22, for example,illustrates a cross sectional view of a leaf spring in accordance withembodiments of the invention. The leaf spring 2202, in many embodiments,may have a specified movement envelope 2204 of a leaf spring 2202. Themovement envelope 2204 can be determined by any number of factors suchas the material of the spring, the attachment positions at the ends2206, as well as the attachment or pivot points 2208 along the length ofthe spring 2202. FIG. 22 also illustrates how the change in position ofthe mounting/pivot points 2208 within a mounting range 2210 can affectthe movement envelope 2200 of the leaf spring 2202. Most inner mountingpoints 2208 will provide the lowest ride and roll stiffness, whereasmost outer mounting points 2206 provide the highest roll and ridestiffness within the embodiments of the leaf spring. Keep in mind thatthe embodiments of the leaf spring are preferable to be a common designthat allows for some adjustability in the mounting points to modify theride and roll stiffness. Accordingly, the inner mounting points 2208 maybe adjusted within a desired range 2210 longitudinally along the lengthof the leaf spring 2202 to adjust the overall ride and roll stiffness inaccordance with the body derivative to be used.

Since many body derivatives will carry with them a change in dimensionsand weight, the overall height of the vehicle can be affected when onebody is removed and the other body is installed on the vehicle platform.Hence the greater desire and need for an adjustable suspension system.However, if the vehicle height is simply left to vary according to thechanging body then the overall efficiency of the vehicle can bedramatically affected. For example, ground clearance may be affectedcausing damage to the undercarriage of the vehicle. Additionally, theaerodynamics of the vehicle can be negatively influenced and would thusgreatly reduce the range of an electric vehicle. Accordingly, manyembodiments may incorporate additional features that can improve thesuspension response with change. For example, FIG. 23A illustrates across sectional view of a suspension system wheel assembly 2300 thatincorporates body or top hat specific spacers 2302. The body specificspacers 2302 can have a variety of heights according the body to beused. For example, a body that reaches the capacity in axle weight wouldrequire the largest spacer to bridge the distance between the controlarm structure 2304 and the leaf spring 2306 at the outer most mountingpoint 2308 thus helping the leaf spring 2306 operate within the desiredmovement envelope. In contrast, a body that results in the minimum axelweight would require the smallest spacer. In some embodiments, thespacer 2302 may be sized up to 50 mm in height. Other embodiments maynot require a spacer while others may be larger based on the overallvehicle configuration. For example, a heavier vehicle with a larger tophat like a pickup truck or van may require a larger spacer toaccommodate for the added movement in the suspension system, while avehicle configuration similar to a smaller sport sedan may not requirethe use of a spacer at all. In many embodiments, the spacer can act as aconnection between the outer mounting point and the control arm assembly2304 and in many embodiments; the spacer can help to maintain therequired/desired tension on the suspension system to provide the bestoverall ride for the vehicle.

Moving now to FIGS. 23B through 23G, embodiments of a spacer and spacersystem for adjusting the height of the suspension system can be seen.FIG. 23B illustrates an embodiment of a portion of a suspension systemwith a leaf spring 2306 that is connected to a control arm structure2304. In various embodiments, the spring 2306 may be connected by abushing 2310 and a spacer 2302 as discussed previously. The spacer 2302in accordance with many embodiments the spacer can be adjustable toaccount for the various types of overall vehicle configurations. Forexample, FIGS. 23C and 23D illustrate a spacer 2302 that can be adjustedin height through a mechanical adjustment mechanism. The spacer 2302 insome embodiments may have an outer tube 2312 and an inner tube 2314 thatare designed to cooperatively engage with each other along alongitudinal axis 2316. The outer tube 2312 may be connected to thebushing 2310 and surrounds the outer portion of the inner tube, as shownin FIG. 23D. Additionally, said embodiments may have a screw 2318disposed between the outer 2312 and inner tubes 2314.

In many embodiments, the inner tube 2314 may be connected to anrotational device 2620 such as a nut or other device that is connectedto the screw. The rotational device 2320 may have a hexagon type profileor other profile that is suitable for the function of adjusting theheight of the spacer. In accordance with various embodiments, therotation of the rotational device 2320 can drive an extension orseparation of the inner and outer tubes along the longitudinal axis andthereby increase the overall height of the spacer 2302. In accordancewith various embodiments, the height of the spacer can be blocked orlimited by the configuration of the spring and the bushing. Suchembodiments enable the easy adjustment of a spacer height in accordancewith the many embodiments of vehicle bodies that can be used.Additionally, it allows for easy service of the spacers that can occurover time as other components of the suspension system wear with use.

Turning now to FIGS. 23E and 23F, other embodiments of an adjustablespacer can be seen. For example, some embodiments may incorporate amotor 2322 that is connected to a gear drive 2324. In many embodiments,the gear drive 2324 takes the place of or is equivalent to therotational device as illustrated in FIGS. 23C and 23D. In variousembodiments the gear drive 2324 may be one or more gears. In someembodiments the motor 2322 can be configured to turn or rotate the gear2324 such the rotation there of rotates the screw and drives theseparation of the inner and outer tubes. In some embodiments, the motormay be connected to the control arm 2304 and can rest either above orbelow the control arm 2304. In some embodiments the motor have amounting bracket 2326 designed to support the motor 2322 near theadjustable spacer. In many embodiments, the motor 2322 can be controlledby a number of methods and or external devices including direct controlfrom the vehicle information system or an mobile device application.This can allow a user to adjust the height of the spacer as needed or inmany embodiments can allow a service technician to adjust the height asrequired for regular maintenance or adjustment of the vehicle body.

Although the above discussion has focused on the design andconfiguration of the front suspension system, it will be understood thatsimilar suspension systems incorporating transverse leaf springs may beimplemented on the rear wheels, as shown in FIGS. 24A to 24C.Specifically, as shown in FIGS. 24A and 24B, the rear suspension systems2400 may also incorporate multiple supports arms 2402, 2403, and 2404pivotably interconnected between the frame 2406 and rear wheel mount2408. Note, instead of two arms, several embodiments may incorporatethree separate pivoting arms (as shown in FIGS. 24A and 24B). Suchsuspension systems further incorporate dampers 2410 similar to thoseused in a front-end suspension. The dampers 2410 may be interconnectedbetween the lower suspension arm 2404 and the frame 2406 via a suitableattachment element 2412, such as, for example a cooperative bracket, asshown in FIG. 24C. Embodiments of rear suspension systems can alsoincorporate transverse leaf springs 2414 as shown in FIGS. 24A and 24B.Accordingly, embodiments of vehicle platforms may be outfitted withindependent suspensions incorporating a transverse leaf spring in boththe front and the rear suspensions. Additionally, many embodiments ofrear suspension systems 2400 may be adaptable with spacer and a numberof different pivot/attachment points along the length of the leaf springto improve the overall ride and roll stiffness and control of thevehicle. Moreover, although many embodiments exhibit vehicle suspensionsystems in association with various embodiments of vehicle platforms, itshould be understood that any combination of the various structural andfunctional elements of such suspension systems can be included and oromitted in any number of vehicle designs.

Embodiments of the Transverse Leaf Spring

With all the adjustability that is factored into the embodiments of thesuspension system and more specifically the transverse leaf spring, itshould be considered that the transverse leaf spring itself might havevariety embodiments that help to improve the ride and roll stiffness toensure a comfortable and stable ride. In order to achieve the desiredroll and ride stiffness the transverse leaf spring must be able toprovide the same or similar ride and roll stiffness that would be seenon traditional coil spring system like the MacPherson strut.Furthermore, the ratio between roll and ride stiffness depends on boththe type of vehicle (car, truck, SUV, etc.) and the desired drivingperformance. Typical values for a rear suspension system are 1 to 1.5whereas the front suspension has values between 2.5 and 3.5 due to thelarger loads typically seen. In many embodiments, the leaf spring maymaintain a roll stiffness that is 2.5 to 3.5 times greater than that ofthe ride stiffness.

FIGS. 25A and 25B illustrate the traditional load diagrams that atransverse leaf spring might see for the given ride (25A) and roll (25B)of a vehicle. The forces applied at both ends of the leaf springdetermine the ride rate or load. Such loads create a bending moment orforce on the leaf spring 2502. The roll rate or load is more equivalentto a torsional force on the spring as a force is applied at one endcausing a rotational moment about the opposite end. The deflections andtherefore the stiffness of a traverse leave spring are predominantlydepended on locally appearing bending moment (see distribution curvesFIGS. 25A and 25B) as well as on the areal moment inertia of the crosssection involved. The moment of inertia in a rectangular cross sectiondepends on height and width of the cross section. Many embodiments ofthe leaf spring may maintain a predominantly rectangular cross sectionwhen viewed from the ends. However, many embodiments may incorporate avariable width cross section of the leaf spring in order to ensure theride and roll stiffness are maintained.

For example, FIGS. 26A to 26C illustrate embodiments of a transverseleaf spring 2600 with a variable width cross section. It can be seenthat the middle section 2602 is wider than the outer sections 2604 andis wider than the location of the mounting points 2606. FIGS. 26B and26C illustrate a zoomed in view of the leaf spring 2600 at both thecenter 2602 an outer portions 2604 to better illustrate the variousembodiment of a leaf spring.

It can be seen in FIG. 26B that some embodiments have a specified heightand width of the cross section of the ends of the leaf spring. Althoughsome embodiments may incorporate a specific cross sectional height andwidth at the ends it should be understood that, other embodiments mayvary the height and width of the cross section depending on the desiredfunctionality of the leaf spring.

FIG. 26C illustrates one such change in cross sectional width and heightof the leaf spring at various points along the length of the spring. Anembodiment like those illustrated in FIGS. 26A to 26C may vary theheight and width of the cross section depending on the section andpurpose of the spring. For example, in some embodiments the height ofthe cross section of the spring at the mounting points may be at least1.7 times the height of the cross section at the center of the leafspring. In contrast, some embodiments may have the width of the crosssection at the center section to be at least 1.5 time the width of thecross section at the mounting positions. Accordingly, these designvariations aim to ultimately maintain the overall ride and rollstiffness of the vehicle. However, the variations may not be limitless.In some embodiments it may be provided that the cross sectional areaalong the length of the leaf spring does not exceed a ratio of 1.5 fromthe smallest to biggest sections. Again, such ratios may be important inmaintaining the desired roll and ride stiffness according the bodyderivative that is ultimately used. Although a specific configuration ofthe variable cross sectional leaf spring is shown, it should beunderstood that the embodiments shown are not meant to be binding butonly illustrate an embodiment. Furthermore, embodiments the crosssectional leaf spring may be manufactured from any number of materialsincluding steel, composite, carbon fiber, aluminum, any number of alloysetc. such that the desired strengths and characteristics are illustratedin the leaf spring according to the desired ride and roll stiffness.Moreover, although many embodiments exhibit transverse leaf springdesigns in relation to vehicle suspension systems, it should beunderstood that various combinations of structural and functionalelements of a transverse leaf spring can be included or omitted asrequired by the specific vehicle or suspension system design.

Motor Position with Respect to the Suspension System

Despite the potential advantages of incorporating transverse leafsprings in vehicles with electric drives, a number of complicationsarise in implementing such suspension systems in vehicle platforms inaccordance with embodiments. One is the spatial relationship betweendrive train elements (e.g., motor/transmission) and the leaf spring. Asshown in FIG. 27A, in order to avoid expensive and heavy geararrangements, embodiments of drive trains 2700 are configured such thatthe motor output axis 2702 is in line with the wheel centers 2704.Accordingly, many embodiments implement a co-axial drive trainconfiguration. In implementing a transverse leaf spring 2706 suspensionto maintain the flat packaging of the vehicle platform, as previouslydescribed, the leaf spring must be positioned as close to the wheelcenters 2704 as possible to provide ride comfort and roll stability.Specifically, any longitudinal offset 2708 would result in a loss ofefficiency and deterioration in ride and handling performance of thevehicle platform. In many embodiments, this positions the leaf spring2706 directly beneath and in-line with numerous drive train elementsincluding the motor 2710 and transmission components 2712.

Conventional leaf springs are configured to be vertically planar.However, if a conventional leaf spring were to be implemented in thevarious embodiments of a vehicle platform described herein, the variousdrive train elements may require substantial vertical adjustment,pushing the drive train elements further into the cabin space. Thissolution would be unsuitable for the design goals of vehicle platformsaccording to embodiments, namely, to create maximum vehicle cabin spacefor passengers by designing a vehicle platform to be as flat aspossible. Therefore, FIG. 27C illustrates an embodiment of a leaf springand associated movement envelope 2714 as it relates to various drivetrain components 2710/2712. During operation, as shown by the movementenvelope 2714, the leaf spring 2706 undergoes deflection furtherincreasing the amount of clearance required between the leaf spring andthe drive train elements 2710/2712.

As shown in FIG. 27C, the leaf spring 2706 may be described in relationto three different sections: a middle section 2718 disposed directlybeneath the drive train elements 2710/2712, and left and right outerends 2720 disposed outboard of the pivot points 2722 and terminating inlower support arm coupling 2724. As shown, in various embodiments theleaf spring 2706 deviates from a straight line to create additionalclearance for the drive train elements and allow for deflection of thespring during wheel travel (see motion envelope 2714). Morespecifically, the outer ends 2720 between the lower support arm coupling2724 and the pivot point 2722 are configured with a downward bend suchthat at least the middle section of the leaf spring is disposedvertically lower relative to the outer sections of the leaf spring. Invarious embodiments, the downward deflection from the straight line2726, defined by the position of the outer ends 2424 of the leaf spring,is sufficient to provide a gap between the leaf spring and the drivetrain elements during a full rebound condition (e.g., when the vehicleplatform is raised sufficiently above the ground to allow the wheel hangfreely) where the center 2718 of the leaf spring 2706 come closest tothe drive train elements 2710/2712.

In various embodiments, the drive train elements are also configuredsuch that additional clearance between leaf spring andmotor/transmission components is created. In such embodiments, theconfiguration of the motor/transmission can be a function of the desiredpeak torque characteristics of the overall vehicle. FIG. 28 illustratesa cross sectional view of a positional arrangement between various motorcomponents and suspension components. As shown in FIG. 28, the motorhousing 2802 must conform to the size and shape of the gears 2804 of thetransmission, which are determined by the desired drivingcharacteristics of the vehicle (e.g., gear ratio is determined byvehicle requirements). As shown in the embodiment of FIG. 28, thecombination of gears, 2804 required by the transmission creates afigure-eight shape. Embodiments of drive trains form motor housingshaving at least one side that conforms to the contours of the gears(e.g., the “figure eight” shape) creating a indented portion 2806 of themotor housing 2802. In various embodiments, the motor housing inconfigured such that a maximum clearance of from 3 to 7 mm is formedbetween the gears 2804 and the housing 2802. In accordance with manyembodiments, a careful angular positioning of the motor housing (e.g.,tiling the motor housing such that the elongated axis 2808 of the figureeight is elevated relative to a horizontal axis 2810) can allow forpositioning a leaf spring 2812 beneath the casing 2802 while achieving amaximum clearance 2814 between the leaf spring 2812 and the motorhousing 2802 during spring movement. Accordingly, the leaf spring 2812does not contact the motor housing throughout its entire range ofmotion. In addition, as the maximum deflection of the leaf spring 2812occurs in the center of the spring under full rebound condition. Manyembodiments position the motor housing 2802 such that the lowest pointis spatially separated from this center portion of the spring 2812. Invarious embodiments, the spatial separation of the motor housing fromthe center plane of the leaf spring is greater than 100 mm. In otherembodiments, the spatial separation may be as small as 50 mm. In someembodiments, the center plane of the leaf spring is identical to that ofthe vehicle.

FIGS. 29A through 29C further illustrate embodiments of the placement ofvarious drive train elements and configurations of the gears in relationto the suspension system. For example, FIG. 29A illustrates a crosssectional view of a wheel base portion 2900 of a vehicle platform. Itcan be appreciated that such embodiments can be implemented in either afront or rear or both front and rear portions of a vehicle platform. Inmany embodiments a leaf spring, 2902 is positioned to transverse theunderside of the motor 2904 and other drive train elements andinterconnect the wheels 2906. Additionally, some embodiments utilize amotor system 2904 with gears 2908 where the motor and output rings areof an equivalent diameter to fit within the motor housing. Suchembodiments can enable motor systems 2904 to be easily adaptable withinthe many embodiments of a planar vehicle platform. Additionally, theycan allow for adequate clearance between the motor 2904 and the leafspring suspension 2902 during movement of the spring.

A cross section of a wheelbase 2900 looking down the longitudinal axisof the leaf spring 2902 can be illustrated in FIG. 29B. Here it can beappreciated that the motor system 2904 is configured to sit directlyabove the leaf spring 2902. In accordance with various embodiments, themotor systems 2904 can be outfitted with one or more mounting brackets2910 that can allow the motor to be mounted to one or more locations onthe vehicle platform framework (not shown). Similar mounting brackets2910 can be seen in FIG. 29C in further relation to the wheels 2906 aswell as other suspension components 2912.

In accordance with many embodiments, the electric vehicle platform asdisclosed throughout may be configured with one or more electric drivesystems. Accordingly, the drive systems of many embodiments may bepositioned at the front and/or the rear of the vehicle platform; similarthe embodiment illustrated throughout. Accordingly, some embodiments mayutilize each of the front and/or rear drive motors to power one or morewheels. For example, some embodiments may only have a front drive motorthat powers the front wheels while the rear wheels are relativelypassive. Other embodiments may have only a rear drive system that onlypowers the rear wheels, leaving the front wheels to be passive. Otherembodiments may utilize both a front and a rear motor to drive thevehicle. The drive motors, in accordance with various embodiments, maybe designed such that they fit within the generally planar profile ofthe electric vehicle platform. Additionally, it can be appreciated thatmany drive train elements not specifically illustrated in the figurescan be utilized in the many embodiments of a vehicle platform. Forexample, some embodiments may incorporate lock mechanisms that aredesigned to lock out the transmission systems at certain times. Thetransmission lock can take on any number of configurations but may beconfigured to prevent the vehicle from moving when the vehicle is in astopped or parked configuration. This can be especially appreciated withrespect to electric motors that are essentially always on and can engageat any time. Many transmission lock systems can prevent the engagementof the various gears with other portions of the drive train to preventvehicle motion. Moreover, although many embodiments exhibit positioningof vehicle propulsion systems and suspension systems, it will beunderstood that various combinations of the functional and structuralcharacteristics of such systems can be used or omitted as required bythe vehicle design.

SUMMARY & DOCTRINE OF EQUIVALENTS

As can be inferred from the above discussion, the above-mentionedconcepts can be implemented in a variety of arrangements in accordancewith embodiments of the invention. Specifically, electric vehicles inaccordance with embodiments are based on the idea of separating thelower structure of the vehicle (e.g., vehicle platform or skateboard)from the vehicle body (e.g., passenger cabin) to create a modularvehicle platform. The separation of vehicle platform and body allowsmultiple vehicle types to be derived from a single vehicle platform.Accordingly, the vehicle body can be varied from vehicle to vehicle,whereas the vehicle platform stays mostly common over all vehiclederivatives. Therefore, the vehicle platform according to embodimentscan be understood as a driving chassis containing essentially all thecomponents which enable the vehicle to drive (powertrain, battery,spring damper arrangement, chassis control arms, steering, brakes,wheels and tires, etc.) In various embodiments in order to createmaximum space for the passengers, the vehicle platform is configured tobe as flat as possible. Achieving such functionality, according toembodiments, involves the implementation of special arrangements/designsbetween subsystems described above, and their equivalents.

Accordingly, although the present invention has been described incertain specific aspects, many additional modifications and variationswould be apparent to those skilled in the art. It is therefore to beunderstood that the present invention may be practiced otherwise thanspecifically described. Thus, embodiments of the present inventionshould be considered in all respects as illustrative and notrestrictive.

What is claimed is:
 1. A self-contained vehicle platform comprising: aframe structure having a variety of interconnected structural componentseach having a body with a top, a bottom and side elements that, wheninterconnected, make up a generally flat planar structure having a frontportion, a rear portion, and a center portion, and further comprising atop and a bottom portion corresponding to the top and bottom elementsrespectively; a propulsion system having a drive motor disposed in atleast one of the front and rear portions of the frame and connected toat least one of the interconnected structural components and furtherbeing interconnected to a transmission system, wherein the transmissionsystem is connected to at least one set of drive wheels; a plurality ofsuspension systems disposed within front and rear portions of the frameeach having a set of control arm assemblies each having proximal anddistal ends where the proximal end of each is connected to the frame andthe distal end is connected to a wheel in the set of drive wheels; anenergy storage system disposed within the center portion of the framestructure comprising a plurality of independent battery moduleselectronically connected to an inverter system electronically connectedto the propulsion system; and wherein the component systems of thevehicle platform are disposed within the boundaries of the generallyflat planar structure defined by the frame structure of the vehicleplatform such that no substantial part of the component systems extendsin substantial part above the drive wheels.
 2. The vehicle platform ofclaim 1, wherein the drive suspension system further comprises atransverse leaf spring connected to each of the control arm assembliesand the framework structure through a plurality of connection points. 3.The vehicle platform of claim 2, wherein the transverse leaf spring isdisposed beneath the drive motor and the leaf spring is contoured in avertically downward direction relative to the drive motor sufficientlysuch that deformation of the leaf spring does not interfere with thepropulsion system.
 4. The vehicle platform of claim 3, furthercomprising one or more spacers disposed between the transverse leafspring and the framework structure.
 5. The vehicle platform of claim 1,wherein the center portion of the framework structure is subdivided byone or more structural support elements into a plurality of isolatedcompartments, and wherein the vehicle batteries comprise of a pluralityof modular elements distributed in a multiplicity of the isolatedcompartments.
 6. The vehicle platform of claim 5, wherein the structuralsupport elements are connected to the independent battery modules. 7.The vehicle platform of claim 5, further comprising a plurality oflateral and/or longitudinal structural support elements disposed in thecenter portion of the framework structure having an elongated body withan upper portion and a lower portion being planar with the top andbottom portion of the framework respectively and a first and a secondend.
 8. The vehicle platform of claim 5, further comprising a pluralityof mounting points disposed on the top element of the frameworkstructure in association with one or more structural support elements,wherein the mounting points correspond to cooperating mounting apertureson at least one upper body component.
 9. The vehicle platform of claim8, wherein the top element of the framework structure further comprisesa plurality of mounting orifices corresponding to each of the pluralityof mounting points, wherein each of the mounting orifices surrounds thecorresponding mounting point.
 10. The vehicle platform of claim 8,further comprising a plurality of seal caps each having a contoured bodywith an outside surface and an inside surface such that the insidesurface cooperatively engages with a corresponding mounting point, andwherein the contoured body further comprises a flange portion extendingoutward from the body near a bottom portion of the body by a dimensionsuch that the dimension of the flange exceeds that of the correspondingorifice.
 11. The vehicle platform of claim 1, further comprising a frontand a rear crumple zone, wherein the interconnected structuralcomponents of the front and rear portions of the frame structure absorbenergy from a directional impact and prevent the transmission of saidenergy to additional portions of the framework structure.
 12. Thevehicle platform of claim 1, further comprising a plurality of lateralenergy absorption units, wherein the energy absorption units aredisposed along outer side of the center portion of the frame structuresuch that the lateral energy absorption units absorb energy from alateral impact and reduce damage to the center portion of the frameworkstructure.
 13. The vehicle platform of claim 12, wherein the lateralenergy absorption units are disposed to reduce damage to the batterymodules disposed within the central portion of the framework structure.14. The vehicle platform of claim 1, wherein the battery modules furthercomprise a plurality of rigid planar heating and cooling elementsdisposed in association with the battery modules.
 15. The vehicleplatform of claim 14, wherein the battery modules are arranged withinthe center portion of the framework structure such that the rigid planarheating and cooling elements are arranged both laterally andlongitudinally relative to the frame structure.
 16. The vehicle platformof claim 3, wherein the drive motor is disposed within a motor housing,and wherein the motor housing has a contoured outer perimeter wherein atleast a portion of the lower face of said contoured outer perimeter isconfigured to correspond to at least one portion of the outer contour ofa plurality of gears of the transmission system, such that an indentedportion of the motor housing is formed, and wherein the transverse leafspring is disposed such that it is positioned beneath and in-line withthis indented portion.
 17. The vehicle platform of claim 16, wherein anouter perimeter of the plurality of gears defines a figure eight, andwherein the motor housing is arranged such that the figure eight istilted relative to a vertical axis, and wherein the center portion ofthe transverse leaf spring is disposed beneath the perimeter of themotor housing corresponding to the uppermost portion of the tiltedfigure eight.
 18. The vehicle platform of claim 1, wherein front andrear portions of the framework structure are vertically elevatedrelative to the center portion of the framework structure such that thegenerally flat planar structure has a undulating contour.
 19. Thevehicle platform of claim 1, further comprising a plurality of anchorpoints disposed on the frame structure and cooperative to hard mount thevehicle body thereto.
 20. The vehicle platform of claim 1, wherein thebattery modules and inverter system are enclosed within the top andbottom portion of the framework structure by a top and a bottom sealplate connected to the framework.